Rev2 4cylinder Tech Dasdasdasdman

SERVICE MANUAL
4-CYLINDER
MARINE DIESEL ENGINES
& GENERATORS
MARINE DIESEL ENGINES
38B FOUR W-33 42B FOUR
W-27 W-33A
R08D
W-27A
MARINE DIESEL GENERATORS
WMD 11.0-60Hz
WMD 8.3-50Hz
11.0 BTO
WMD 12.5-60Hz 12.5 BTDA
WMD 9.4-50Hz 9.4 BTDA
12.5 BTD
8.3 BTD 9.4 BTD
PUBLICATION NO. 43440
2nd Edition / April 1998
WESTERBEKE CORPORATION MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319 U.S.A.
CALIFORNIA
PROPOSITION 65 WARNING
Diesel engine exhaust and some
of its constituents are known to
the State of California to cause
cancer, birth defects, and other
reproductive harm.
A WARNING
Exhaust gasses contain Carbon Monoxide, an odorless and
colorless gas. Carbon Monoxide is poisonous and can cause
unconsciousness and death. Symptoms of Carbon Monoxide
exposure can include:
-Dizziness
-Nausea
-Headache
- Weakness and Sleepiness
- Throbbing in Temples
- Muscular Twitching
- Vomiting
- Inability to Think Coherently
IF YOU OR ANYONE ELSE EXPERIENCE ANY OF THESE SYMPTOMS,
GET OUT INTO THE FRESH AIR IMMEDIATELY. If symptoms persist,
seek medical attention. Shut down the unit and do not restart
until it has been inspected and repaired.
SAFETY INSTRUCTIONS
INTRODUCTION
Read these safety instructions carefully. Most accidents are
caused by failure to follow fundamental rules and precau-
tions. Know when dangerous conditions exist and take the
necessary precautions to protect yourself, your personnel,
and your machinery.
The following safety instructions are in compliance with
the American Boat and Yacht Council (ABYC) standards.
PREVENT ELECTRIC SHOCK
A WARNING: 00 not touch AC electrical connections
while engine is running, or when connected to shore
power. Lethal voltage is present at these connections!
Do not operate this machinery without electrical
enclosures and covers in place.
Shut off electrical power before accessing electrical
equipment.
Use insulated mats whenever working on electrical
equipment.
Make sure your clothing and skin are dry, not damp
(particularly shoes) when handling electrical equipment.
Remove wristwatch and all jewelry when working on
electrical equipment.
Do not connect utility shore power to vessel's AC
circuits, except through a ship-to-shore double throw
transfer switch. Damage to vessel's AC generator may
result if this procedure is not followed.
Electrical shock results from handling a charged capacitor.
Discharge capacitor by shorting terminals together.
PREVENT BURNS - HOT ENGINE
A WARNING: 00 not touch hot engine parts or
exhaust system components. A running engine gets
very hot!
Always check the engine coolant level at the coolant
recovery tank.
A WARNING: Steam can cause injury or death!
In case of an engine overheat, allow the engine to cool
before touching the engine or checking the coolant.
PREVENT BURNS - FIRE
A WARNING: Fire can cause injury or death!
Prevent flash fires. Do not smoke or permit flames or
sparks to occur near the carburetor, fuel line, filter, fuel
pump, or other potential sources of spilled fuel or fuel
vapors. Use a suitable container to catch all fuel when
removing the fuel line, carburetor, or fuel filters.
Do not operate with a Coast Guard Approved flame
arrester removed. Backfire can cause severe injury or
death.
Do not operate with the air cleaner/silencer removed.
Backfire can cause severe injury or death.
Do not smoke or permit flames or sparks to occur near the
fuel system. Keep the compartment and the engine/gener-
ator clean and free of debris to minimize the chances of
fire. Wipe up all spilled fuel and engine oil.
Be aware - diesel fuel will burn.
PREVENT BURNS - EXPLOSION
A WARNING: Explosions from fuel vapors can cause
injury or death!
Follow re-fueling safety instructions. Keep the vessel's
hatches closed when fueling. Open and ventilate cabin
after fueling. Check below for fumes/vapor before run-
ning the blower. Run the blower for four minutes before
starting your engine.
All fuel vapors are highly explosive. Use extreme care when
handling and storing fuels. Store fuel in a well-ventilated
area away from spark-producing equipment and out of
the reach of children.
Do not fill the fuel tank(s) while the engine is running.
Shut off the fuel service valve at the engine when servicing
the fuel system. Take care in catching any fuel that might
spill. DO NOT allow any smoking, open flames, or other
sources of fire near the fuel system or engine when servic-
ing. Ensure proper ventilation exists when servicing the
fuel system.
Do not alter or modify the fuel system.
Be sure all fuel supplies have a positive shutoff valve.
Be certain fuel line fittings are adequately tightened and
free of leaks.
Make sure a fire extinguisher is installed nearby and is
properly maintained. Be familiar with its proper use.
Extinguishers rated ABC by the NFPA are appropriate
for all applications encountered in this environment.
Engines & Generators
SAFETY INSTRUCTIONS
ACCIDENTAL STARTING
A WARNING: Accidental starting can cause injury
or death!
Disconnect the battery cables before servicing the engine/
generator. Remove the negative lead first and reconnect
it last.
Make certain all personnel are clear of the engine before
starting.
Make certain all covers, guards, and hatches are re-
installed before starting the engine.
BAnERY EXPLOSION
A WARNING: Battery explosion can cause injury
or death!
Do not smoke or allow an open flame near the battery
being serviced. Lead acid batteries emit hydrogen, a
highly explostve gas, which can be ignited by electrical
arcing or by lit tobacco products. Shut off all electrical
equipment in the vicinity to prevent electrical arcing dur-
ing servicing.
Never connect the negative (-) battery cable to the posi-
tive (+) connection terminal of the starter solenoid. Do
not test the battery condition by shorting the terminals
together. Sparks could ignite battery gases or fuel vapors.
Ventilate any compartment containing batteries to prevent
accumulation of explosive gases. To avoid sparks, do not
disturb the battery charger connections while the battery
is being charged.
Avoid contacting the terminals with tools, etc., to prevent
bums or sparks that could cause an explosion. Remove
wristwatch, rings, and any other jewelry before handling
the battery.
Always tum the battery charger off before disconnecting
the battery connections. Remove the negative lead first
and reconnect it last when servicing the battery.
BAnERY ACID
A WARNING: Sulphuric acid in batteries can cause
severe injury or death!
When servicing the battery or checking the electrolyte
level, wear rubber gloves, a rubber apron, and eye protec-
tion. Batteries contain sulfuric acid which is destructive. If
it comes in contact with your skin, wash it off at once
with water. Acid may splash on the skin or into the eyes
inadvertently when removing electrolyte caps.
TOXIC EXHAUST GASES
A WARNING: Carbon monoxide (CO) is a deadly gas!
Ensure that the exhaust system is adequate to expel gases
discharged from the engine. Check the exhaust system
regularly for leaks and make sure the exhaust manifolds
are securely attached and no warping exists. Pay close
attention to the manifold, water injection elbow, and
exhaust pipe nipple.
Be sure the unit and its surroundings are well ventilated.
In addition to routine inspection of the exhaust system,
install a carbon monoxide detector. Consult your boat
builder or dealer for installation of approved detectors.
For additional information refer to ABYC T-22 (educa-
tional information on Carbon Monoxide).
A WARNING: Carbon monoxide (CO) is an invisible
odorless gas. Inhalation produces flu-like symptoms,
nausea or death!
Do not use copper tubing in diesel exhaust systems. Diesel
fumes can rapidly destroy copper tubing in exhaust sys-
tems. Exhaust sulfur causes rapid deterioration of copper
tubing resulting in exhaust/water leakage.
Do not install exhaust outlet where exhaust can be drawn
through portholes, vents, or air conditioners. If the engine
exhaust discharge outlet is near the waterline, water could
enter the exhaust discharge outlet and close or restrict the
flow of exhaust. Avoid overloading the craft.
Although diesel engine exhaust gases are not as toxic as
exhaust fumes from gasoline engines, carbon monoxide
gas is present in diesel exhaust fumes. Some of the symp-
toms or signs of carbon monoxide inhalation or poison-
ing are:
Vomiting
Dizziness
Throbbing in temples
Muscular twitching
Intense headache
Weakness and sleepiness
AVOID MOVING PARTS
A WARNING: Rotating parts can cause injury
or death!
Do not service the engine while it is running. If a situation
arises in which it is absolutely necessary to make operat-
ii
SAFETY INSTRUCTIONS
ing adjustments, use extreme care to avoid touching
moving parts and hot exhaust system components.
Do not wear loose clothing or jewelry when servicing
equipment; avoid wearing loose jackets, shirts, sleeves,
rings, necklaces or bracelets that could be caught in
moving parts.
Make sure all attaching hardware is properly tightened.
Keep protective shields and guards in their respective
places at all times.
Do not check fluid levels or the drive belt's tension while
the engine is operating.
Stay clear of the drive shaft and the transmission coupling
when the engine is running; hair and clothing can easily
be caught in these rotating parts.
HAZARDOUS NOISE
A WARNING: High noise levels can cause hearing
loss!
Never operate an engine without its muffler installed.
Do not run an engine with the air intake (silencer)
removed.
Do not run engines for long periods with their enclosures
open.
A WARNING: Do not work on machinery when you
are mentally or physically incapacitated by fatigue!
OPERATORS MANUAL
Many of the preceding safety tips and warnings are repeated
in your Operators Manual along with other cautions and
notes to highlight critical information. Read your manual
carefully, maintain your equipment, and follow all safety
procedures.
ENGINE INSTALLATIONS
Preparations to install an engine should begin with a thor
ough examination of the American Boat and Yacht Council's
(ABYC) standards. These standards are a combination of
sources including the USCG and the NFPA.
Sections of the ABYC standards of particular interest are:
H-2 Ventilation
P-l Exhaust systems
PA Inboard engines
E-9 DC Electrical systems
All installations must comply with the Federal Code of
Regulations (FCR).
ABYC, NFPA AND USCG PUBLICATIONS FOR
INSTALLING DIESEL ENGINES
Read the following ABYC, NFPA and USCG publications
for safety codes and standards. Follow their recommenda-
tions when installing your engine/generator.
ABYC (American Boat and Yacht Council)
"Safety Standards for Small Craft"
Order From:
ABYC
15 East 26th Street
New York, NY 10010
NFPA (National Fire Protection Association)
"Fire Protection Standard for Motor Craft"
Order From:
NFPA
11 Tracy Drive
Avon Industrial Park
Avon, MA 02322
USCG (United States Coast Guard)
"USCG 33CFR183"
Order From:
U.S. Government Printing Office
Washington, D.C. 20404
iii
TABLE OF CONTENTS
Introduction ......................................................................... 3 Engine Shutoff ................ ................................................. 32
Product Software .................................................................... 3 Engine with Manual Stop (Standard) .................................. 32
Engine/Generator Model Designations ................................. .3 Optional Key Switch Shutoff (38B and 42B only) ............ .32
Notes, Cautions and Warnings .............................................. .3 Installing and Adjusting the Key Switch
Ordering Parts/Serial Number Location ................................ 3 Shutoff Solenoid ........................................................ 32
Engine/Generator Specifications ........................................ 5
Testing for Overhaul ............................................................ 6
How to Judge Engine Overhaul Period ................................. 6
Cause of Low Compression ........................................... 6
Measuring Compression Pressure .................................. 6
Overhaul Conditions .............................................................. 6
Key-Stop Solenoid System Operation
Checking Procedure ................................................... 32
Engine Adjustments ........................................................... 33
Tightening the Cylinder Head .............................................. 33
Adjusting Valve Clearance ................................................... 33
Adjusting Fuel Injection Timing .......................................... 33
Disassembly ................................................................... 6
Reassembly .................................................................... 7
Adjusting No-Load Engine Speeds ...................................... 34
Lubrication System Service ............................................... 35
Service Standards ............................................................... 8
Description ........................................................................... 35
Technical Data ................................................................... 11
Tightening Torque ..... .......................................................... 11
General Screws ..................................................................... l1
Sealants ................................................................................. 11
Engine Troubleshooting ..................................................... 12
Disassembly ......................................................................... 35
Oil Filter and Oil Pump ............................................... 35
Inspection ............................................................................. 35
Oil Pump ...................................................................... 35
Reassembly .......................................................................... 36
Testing the Oil Pressure ....................................................... 36
Engine Parts Identification ............................................... 16
Oil Pressure Switch .............................................................. 36
Cylinder Head ... .................................................................. 17
Construction ......................................................................... 17
Fuel System ... .. , .................................................................. 37
Description ........................................................................... 37
Cylinder Head Service ....................................................... 18
Disassembly ......................................................................... 18
Inspection ............................................................................. 18
Cylinder Head .............................................................. 18
Valve Guide .................................................................. 18
Fuel System Service .......................................... ' ............... .39
Disassembly ......................................................................... 39
Fuel Filter ..................................................................... 39
Fuel Lift Pump ............................................................. 39
Fuel Injection Pump ..................................................... 39
Valve Seat. .................................................................... 18
Injector ......................................................................... 40
Valve ............................................................................. 19
Inspection ............................................................................. 40
Valve Spring ................................................................. 19
Rocker Arm and Rocker Shaft ..................................... 19
Fuel Filter ..................................................................... 40
Fuel Lift Pump ............................................................ 40
Reassembly .......................................................................... 19
Partial Reassembly ....................................................... 20
Installation of Cylinder Head Assembly ...................... 20
Valve Clearance Adjustment ....................................... .20
Cylinder Block .. .................................................................. 21
Construction ......................................................................... 21
Cylinder Block Service ...................................................... 23
Disassembly ......................................................................... 23
Inspection ............................................................................. 23
Cylinder Block ............................................................. 23
Piston, Piston Pin and Piston Rings ............................. 24
Connecting Rod ............................................................ 25
Crankshaft .................................................................... 25
Main Bearings and Connecting Rod Bearings ............ 25
Gearcase ....................................................................... 26
Fuel Injection Pump .................................................... .40
Nozzle .......................................................................... 40
Reassembly .......................................................................... 40
Fuel Filter ..................................................................... 40
Fuel Lift Pump ............................................................. 40
Injection Pump ............................................................. 40
Installation and Adjustment of Fuel
Injection Pump ........................................................... 41
Injector ......................................................................... 42
Adjustment and Installation of Nozzle
Holder Assembly ........................................................ 42
Raw Water Cooling Circuit ............................................... .44
Description ........................................................................... 44
Raw Water Pump Service ................................................. .45
Pump Overhaul - Raw Water Pump PN 33636 .................. .45
Timing Gears and Lube Oil Pump Gear ...................... 26
Camshaft ...................................................................... 26
Disassembly ................................................................. 45
Inspection ..................................................................... 45
Fuel Injection Pump Camshaft .................................... 26
Ball Bearings ................................................................ 26
Tappets ......................................................................... 26
Push Rods ..................................................................... 26
Reassembly .................................................................. 45
Pump Overhaul- Raw Water Pump PN 24143 .................. .46
Disassembly ................................................................. 46
Inspection ..................................................................... 46
Reassembly .......................................................................... 26
Reassembly .................................................................. 46
Governor ............................................................................. 31
Fresh Water Cooling Circuit ............................................. .47
Description ........................................................................... 31
Description ........................................................................... 47
Disassembly ......................................................................... 31
Fresh Water Cooling Service ............................................ .48
Inspection ............................................................................. 31
Disassembly ......................................................................... 48
Governor Lever ............................................................ 31
Inspection ............................................................................. 48
Governor Spring ........................................................... 31
Water Pump .................................................................. 48
Needle Bearing ............................................................. 31
Thermostat. ................................................................... 48
Reassembly and Adjustment ............................................... .31
(continued)
1
TABLE OF CONTENTS
Reassembly .......................................................................... 48 Engine Wiring Diagram.#36467 .......................................... 70
Drive Belt Adjustment ................................................ .48 Engine Wiring Schematic #36467 ....................................... 71
Admiral Control Panel ...................................................... .49
Description ........................................................................... 49
Captain Control Panel ...................................................... .50
Description ........................................................................... 50
Control Panel Troubleshooting ......................................... .51
Tachometer/Hourmeter ........................................................ 51
Engine Wiring Diagram #36844 .......................................... 72
Engine Wiring Schematic #36844 ....................................... 73
Standard Hardware Torques .............................................. 76
Metric Conversions ............................................................ 77
Hourmeter Inoperative ................................................. 51 Generator Information ....................................................... 78
Tachometer Inoperative ................................................ 51 Use of Electric Motors ......................................................... 78
Tachometer Sticking .................................................... 51 Required Operating Speed ................................................... 78
Tachometer Inaccurate ................................................. 51 Generator Frequency Adjustment ........................................ 78
Manual Starter Disconnect (Toggle Switches) ................... 52 Generator Maintenance ........................................................ 78
Troubleshooting Water Temperature Generator Troubleshooting .................................................. 78
and Oil Pressure Gauges ................................................... .52
WMD Generator .................................................................. 79
Control Panel - Early Models ........................................... 53 Description ........................................................................... 79
Activation by Key Switch .................................................... 53 Disassembly ......................................................................... 79
Starter/Solenoid Service ................................................... 54
Description ........................................................................... 54
Adjustment and Repair ........................................................ 54
Inspection ............................................................................. 79
Reassembly .......................................................................... 79
WMD Generator Troubleshooting ...................................... 80
Pinion Gap Inspection .................................................. 54 No Electrical Output ............................................................ 80
No-Load Test. ............................................................... 54 Flash Field Coils .................................................................. 80
Solenoid ........................................................................ 55 Replacement of Field CoiJ(s) ............................................... 81
Starter Disassembly .............................................................. 55 Low Voltage Output ............................................................. 81
Starter Inspection ................................................................. 56 High VOltage Output ............................................................ 82
Solenoid ........................................................................ 56 Solenoid with Throttle Linkage ........................................... 82
Inspecting the Armature ............................................... 56
Brush and Brush Holder Inspection ............................. 56
Field Coil Inspection ................................................... .57
Starter Adjustment and Reassembly .................................... 57
DC Electrical System .. ....................................................... 58
Description ........................................................................... 58
Engine 12-Volt Control Circuit. ................................... 58
Charging System .................................................................. 58
Alternator Troubleshooting .................................................. 58
Checking for ~ r o p r Voltage ........................................ 58
Battery Maintenance ............................................................ 59
WMD Generator AC Internal Wiring Diagrams .. ................ 83
WMD Generator DC Electrical System .............................. 84
WMD Generator Wiring Diagram #24700 .......................... 84
WMD Generator Wiring Schematic #24700 ....................... 85
BT Generator ...................................................................... 86
Description ........................................................................... 86
BT Generator Troubleshooting ............................................. 87
Residual Voltage Check ....................................................... 89
Bridge Rectifier .................................................................... 89
Testing the Bridge Rectifier for Faults with
Glow Plugs ........................................................................... 59
Alternator/Regulator Service ............................................ 60
Description ........................................................................... 60
Alternator Troubleshooting .................................................. 60
Testing the Charging Voltage ....................................... 60
Output Test ................................................................... 61
Disassembly ......................................................................... 61
Inspection ............................................................................. 62
Diode ............................................................................ 62
Checking for Short Circuit.. ......................................... 62
Checking for Open Circuit ........................................... 62
Checking Diode Trio .................................................... 62
Stator ............................................................................ 63
an Ohmmeter .............................................................. 90
Internal Wiring Diagram ...................................................... 90
Component Resistance Values ............................................. 91
Models 11.0 & 12.5(A) BT .......................................... 91
Component Resistance Checks ............................................ 91
Exciter Stator Windings ............................................... 91
Exciter Rotor/Field ............................................................... 92
Main Stator Windings .......................................................... 93
Compound Transformer ....................................................... 93
Selector Switch .................................................................... 93
Bridge Rectifier Wiring ........................................................ 93
No-Load Voltage Adjustment. .............................................. 94
Voltage/Hertz Connection Bar ............................................. 94
Field Coil (Rotor) ......................................................... 63 BT Generator AC Voltage Connections ................................ 95
Checking Brush and Brush Spring .............................. 63
Generator Frequency ............................................................ 95
Checking the Slip Ring ................................................ 63
BT Generator 6 Terminal Block .............................................. 96
Regulator .............................................................................. 63
Reassembly .......................................................................... 64
Transmissions .................................................................... 65
Wiring Connections ............................................................. 96
BT Generator DC Electrical System ...................................... 98
BT Generator Wiring Diagram #34651 ............................... 98
DC Electrical System ......................................................... 66
BT Generator Wiring Diagram #36412 ............................ .100
BT Generator Wiring Schematic #36412 ........................... 101
2
INTRODUCTION
This service manual contains detailed information relating to
the proper operation of the major components and systems of
the engine or generator. Included are disassembly, inspection,
service, and reassembly instructions for the guidance of suit-
ably equipped and staffed marine engine service and rebuild-
ing facilities. The necessary procedures should be undertaken
only by such facilities and their personnel. Refer also to your
Westerbeke parts catalog when performing an engine over-
haul.
PRODUCT SOFTWARE
Product software (tech data, parts lists, manuals, brochures
and catalogs) provided from sources other than WESTER-
BEKE are not within WESTERBEKE'S control.
WESTERBEKE CANNOT BE RESPONSIBLE FOR THE
CONTENT OF SUCH SOFTWARE, MAKES NO WAR-
RANTIES OR REPRESENTATIONS WITH RESPECT
THERETO, INCLUDING ACCURACY, TIMELINESS OR
COMPLETENESS THEREOF AND WILL IN NO EVENT
BE LIABLE FOR ANY TYPE OF DAMAGE OR INJURY
INCURRED IN CONNECTION WITH OR ARISING OUT
OF THE FURNISHING OR USE OF SUCH SOFTWARE.
WESTERBEKE customers should also keep in mind the
time span between printings of WESTERBEKE product soft-
ware and the unavoidable existence of earlier WESTER-
BEKE manuals. In summation, product software provided
with WESTERBEKE products, whether from WESTER-
BEKE or other suppliers, must not and cannot be relied upon
exclusively as the definitive authority on the respective prod-
uct. It not only makes good sense but is imperative that
appropriate representatives of WESTERBEKE or the sup-
plier in question be consulted to determine the accuracy and
currentness of the product software being consulted by the
customer.
ENGINE/GENERATOR MODEL DESIGNATIONS
This manual contains certain descriptions, procedures and
specifications that vary depending on the engine/generator
model. Where references to specific models are necessary,
three basic model group designations are used:
A MODELS B MODELS C MODELS
ENGINES
GENERATORS
ENGINES
GENERATORS
ENGINES
GENERATORS
60Hz 50Hz 60Hz 50Hz 60Hz 50Hz
388 Four 11.0 BTD 8.3 BTD W33 WMO 12.5 WMD9.4 42B Four 12.5 BTDA 9.4 BTDA
W27 WMD11.0 WMD8.3 W33A 12.5 BTD 9.4 BTD
R080
W27A 11.0 BTD 8.3 BTD
NOTES, CAUTIONS AND WARNINGS
As this manual takes you through the service procedures,
maintenance schedules, and troubleshooting of your marine
engine/generator, critical information will be highlighted by
NOTES, CAUTIONS, and WARNINGS. An explanation fol-
lows:
NOTE: An operating procedure essential to note.
A CAUTION: Procedures, which if not strictly
observed, can result in the damage or destruction of
your engine/generator.
A WARNING: Procedures, which if not properly fol
lowed, can result in personal injury or loss of life.
ORDERING PARTS/SERIAL NUMBER LOCATION
Whenever replacement parts are needed for engines, always
provide the engine model number and engine serial number
as they appear on the silver and black identification name-
plate located on the manifold. For generators, provide the
generator model number, engine serial number, and generator
serial number as they appear on the silver and black decal
located on the generator end.
The engine serial number can also be found stamped into the
engine block just above the injection pump. The generator
serial number is stamped into the generator housing on the
flat surface on the left side of the generator.
You must provide us with this information so we may prop-
erly identify your engine/generator. In addition, include a
complete part description and part number for each part
needed (see the separately furnished Parts List). Also insist
upon WESTERBEKE packaged parts because will fit or
generic parts are frequently not made to the same specifica-
tions as original equipment.
NOTE: Component locations in this manual are referenced
from the front of the engine which is the pulley/drive belt end.
Left and right sides are determined as follows: imagine
straddling the engine, facing in the same direction as the
front of the engine: the left side is at your left, the right side
is at your right.
3
INTRODUCTION
Owners may find it convenient to fill in the data on the decal or identification
nameplate shown below to provide a quick reference when using this service manual.
SPECIFICATION
MODEL _______ _
RPM ... _________ _
KW _____ ... _____ _
KVA __________ _
VOLTS _ ... __ ......... __
AMPS ____ .......... ..
ENG. HP _ ...... ___ _
ENG. SER. NO.
GEN. SER. NO.
PF IPHASE ___ _
WIRES ________ _
RATING ....... __ ...... _
INSUL CLASS __
TEMP. RISE ...........
BAlTERY _____ _
C.'.D. _________ _
50 HZ. 60
/
GENERATOR DECAL
PROPULSION ENGINE IDENTIFICATION NAMEPLATE
4
ENGINE/GENERATOR SPECIFICATIONS
A MODELS B MODELS C MODELS
ENGINES
GENERATORS
ENGINES
GENERATORS -
ENGINES
GENERATORS
60Hz 50Hz 60Hz 50Hz 60Hz 50Hz
38B Four 11.0 BTD 8.3 BTD W-33 WMD 12.5 WMD 9.4 428 Four 12.5 BTDA 9.4 BTDA
W27 WMD 11.0 WMD 8.3 W-33A 12.5 BTD 9.4 8TD
RD80
W27A 11.0 BTD 8.3 BTD
Engine Type Vertical, inline, 4-cycle, QHV, freshwater-cooled with heat exchanger, diesel engine.
Cylinders 4
Bore & Stroke 2.87 x 3.07 in. (73 x 78 mm) 3.07 x 3.07 in. (78 x 78 mm)
Total Displacement 79.6 cu. in. (1.30 liters) 90.9 cu. in. (1.49 liters)
Combustion Chamber Swirl chamber type
Compression Ratio 23:1
Injection Order 1-3-4-2
Injection Timing Engines: 23 1.5; Generators: 19 1.5
Injection Pump Bosch M type
Injection Nozzle Throttle type
Governor Centrifugal flyweight type
Fuel Diesel #2 cetane rating 45 or higher
lubrication Forced lubrication (trochoid pump)
Oil Filter Paper-element filter (full flow type) .5 liter capacity
Sump Capacity 5.0 quarts (4.8 liters) not including filter.
Filter requires approximately .5 quarts (.5 liters)
Fresh Water Pump Centrifugal type
Fresh Water Coolant
Capacity (approximate) 8.0 quarts (7.5 liters)
Raw Water Pump Positive displacement (Neoprene impeller)
Starter Motor 12 volts - 1.6 kW reduction type
DC Alternator 12 volt - 50 amp - internal voltage regulator
Inclination Angle 15Continuous (in all directions)
20Temporary (20 minutes)
Starting Battery 12 volt 300 C.C.A. or greater
Compression Value
Standard 455 psi at 280 rpm (32 kg/cm2)
Minimum 370 psi at 280 rpm (26 kg/cm2)
Overhaul 312 psi at 280 rpm (22 kg/cm2)
Difference between
Cylinders 35.5 psi (2.5 kg/cm
2
)
5
TESTING FOR OVERHAUL
HOW TO JUDGE ENGINE OVERHAUL PERIOD
Cause of Low Compression
Generally, the time at which an engine should be overhauled
is determined by various conditions such as lowered engine
power output, decreased compression pressure, and increased
fuel and oil consumption. The lowered engine power output,
in the case of diesel engines, is not necessarily due to trouble
with the engine itself, but is sometimes caused by injector
nozzle wear or injection pump wear. It is most reasonable to
judge by a decrease in compression pressure. The decrease in
compression pressure is caused by many factors. It is, there-
fore, necessary to determine a cause or causes on the basis of
data of periodic inspection and maintenance. Oil analysis on
a seasonal basis is a good means of monitoring engine inter-
nal wear. When caused by worn cylinders or piston rings, the
following symptoms will occur:
Low engine power output
Increased fuel consumption
Increased oil consumption
Hard engine starting
Noisy engine operation
These symptoms often appear together. Increased fuel con-
sumption and hard engine starting can result also from exces-
sive fuel injection, improper injection timing, and wear of
plugs and nozzles. They are caused also by defective electri-
cal devices such as the battery, alternator, starter and glow
plugs. Therefore it is desirable to judge the optimum engine
overhaul time by the lowered compression pressure caused
by worn cylinders and pistons plus increased oil consump-
tion. In diesel engines, satisfactory combustion is obtained
only under sufficient compression pressure. If an engine
lacks compression pressure, incomplete combustion of fuel
will take place even if other parts of the engine are operating
properly. To judge the period of engine overhaul, it is impor-
tant to measure the engine compression pressure regularly. At
the same time, the engine speed at which measurement of
compression pressure is made should be checked because the
compression pressure varies with engine rpm.
The engine rpm can be measured at the front end of the
crankshaft.
Measuring Compression Pressure
To check the compression pressure, follow this procedure:
1. Warm the engine.
2. Remove all the fuel injectors or all the glow plugs from
the cylinder block.
3. Disconnect the fuel solenoid from the throttle arm (gen-
erator models only).
4. Place the stop lever in the OFF position (propulsion mod-
els only).
5. Install a pressure gauge adapter in the first injector hole
or glow plug hole to be tested.
6. Connect the pressure gauge to the adapter.
7. Crank the engine with the starter motor until the pressure
reaches a maximum value. Read the engine rpm and the
pressure gauge when the starter rotation has become sta-
ble.
8. Repeat the above procedure for each cylinder.
9. If the compression differs by more than 42.7 psi (3.0
kglcm2) at 200 rpm, then determine the cause of the low
pressure, and repair as necessary.
NOTE: Do not guess the conditions of other cylinders from a
result of testing one cylinder. Be sure to measure the com-
pression pressure for each cylinder. Look for cylinders with
dramatically (at least 20%) lower compression than the aver-
age of the other cylinders. If the weak cylinder is flanked by
healthy cylinders, the problem is either valve- or head-gasket
related. Very low compression in an adjacent cylinder points
to gasket failure. Abnormally high readings on all cylinders
indicate heavy carbon accumulations, a condition that might
be accompanied by high pressures and noise.
NOTE: In case of severe vibrations and detonation noise,
have the injectors overhauled by an authorized fuel injection
service center. Poor fuel quality, contaminates, and loss of
positive fuel pressure to the injection pump will result in
injector faults.
OVERHAUL CONDITIONS
Compression pressure tends to increase a little in a new
engine until piston rings and valve seats have been broken in.
Thereafter, it decreases gradually with the progress of wear
of these parts.
When decrease of compression pressure reaches the repair
value, the engine must be overhauled.
The engine requires overhaul when oil consumption is high,
blowby evident, and valves at minimum or
below. Engine compression should be 32 kglcm2 (at 280
rpm). See SERVICE STANDARDS chart.
NOTE: The SERVICE STANDARDS chart gives the values for
repair or replacement of the engine components. Refer to
these values and measurements during engine overhaul.
Disassembly
1. Before disassembly and cleaning, carefully check for
defects which cannot be found after disassembly and
cleaning.
2. Drain water, fuel and oil before disassembly.
3. Clean or wash the engine exterior.
4. Do not remove or disassemble the parts that require no
disassembly.
6
TESTING FOR OVERHAUL
5. Perfonn disassembly in a proper order using proper tools.
Keep disassembled parts in order. Apply oil when neces-
sary. Take special care to keep the fuel system parts free
from the intrusion of dust and dirt.
Reassembly
1. Prepare all parts necessary for reassembly.
2. Clean or wash the parts. Apply oil on surfaces where
needed or specified.
3. Carefully check gaskets, packings and oil seals even if
not specified to check. Replace with new ones if defec-
tive.
4. Be sure to install in proper directions and positions.
(Pay attention to dowel pins, mating marks and specified
directions.) Where tightening torque is not specified,
tighten evenly to an ordinary torque. Apply sealant where
specified.
5. After completion of the reassembly, manually rotate the
engine crankshaft two complete revolutions to ensure
there is no binding or obstructions. Prepare for starting
the engine and idle the engine sufficiently for a test run.
7
SERVICE STANDARDS
These SERVICE STANDARDS specify the values at which
the engine components will require REPAIR (replacement is
optional), or REPLACEMENT (due to maximum component
wear). It is important to observe these standards for your
engine/generator, and to take action when necessary to main-
tain a high level of safety, dependability and performance.
A MODElS
ENGINES
GENERATORS
60Hz 50Hz
388 Four 11.08TD 8.3 BTO
W27 WMD11.0 WMO 8.3
RD80
All measurements are in mm unless otherwise noted.
To convert mm to inches, multiply by .03937
DESCRIPTION
ENGINE COMPRESSION PRESSURE
INTER-CYLINDER DIFFERENCE (max)
INJECTION ORDER
INJECTION TIMING
(BTDC on compression stroke)
CYLINDER HEAD
Bottom surface distortion
Valve seat angle (IN and EX)
Valve seat width (IN and EX)
Valve seat sinkage
VALVE CLEARANCE (IN and EX)
VALVE
Stem 0.0.
Stem to guide clearance
Intake
Exhaust
Valve face angle
Valve head thickness (margin width)
VALVE SPRING
Free length
I nstalled load/length
Squareness
ROCKER ARM
Arm to shaft clearance
CYLINDER BLOCK
Camshaft hole 1.0.
Front bushing
Cylinder bore
Cylinder bore oversize finish tolerance
Taper of cylinder
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
W27A 11.0 BTO 8.3 BTD
MODELS STANDARD VALUE
B C 32 kg/cm2 (at 280 rpm)
B C 2.5 kg/cm
2
B C 1-3-4-2
B C 23 1.5(Propulsion)
19 1.5(Generator)
B C Within 0.05
B C 45
B C 1.3 -1.8
B C .12-.13
B C 0.25 (when engine is cold)
C 6.6
B 8
B C .012
B C .025
B C 45
C 1.0
B 1.5
C 43
8 45.85
C 14.0 kg 0.7 kg/36 mm
8 27.9 kg 1.4 kg/37.3 mm
8 C 1.5
B C
B C 45
C 73
B 78
8 C o to 0.03 for each oversize
8 C within 0.01
B MODELS
ENGINES
GENERATORS
60Hz 50Hz
W-33 WMD 12.5 WMD9.4
W-33A 12.SBTD 9.4 BTD
REPAIR (or
replacement)
Required at:
26 kg/cm
2
0.1
2.5
41.7
44.5
+0.2
+0.2
NOTE: Valve seats are a part of the cylinder head. A machine shop can install valve seats and cut the seats to properly fit the valves.
8
C MODELS
ENGINES
GENERATORS
60Hz 50Hz
428 Four 12.5 BTDA 9.4 BTDA
REPLACEMENT
Required at:
-1
0.10
0.15
0.5
0.5
-15%
-15%
3
-0.2
+.95 Replace block
or sleeve
+.95 Replace block
or sleeve
(continued)
To convert mm to inches, multiply by .03937
DESCRIPTION
PISTON
0.0. (skirt end)
Piston to cylinder clearance
Oversize
PISTON PIN
Type
0.0.
Piston to pin clearance
Pin to connecting rod clearance
Piston protrusion above block surface
PISTON RINGS
Number of compression rings
Number of oil rings
Ring side clearance
Compression No.1
No.2 & 3
Oil ring
Ring gap
CONNECTING ROD
Bend and distortion
Sideplay clearance
CONNECTING ROD BEARING
Standard Type
Oil clearance
Undersize
CRANKSHAFT
Bend
End play
Main 0.0.
Conn.O.O.
Undersize finish tolerance
Main (common to all)
Conn. (common to all)
MAIN BEARING
Standard type
Oil clearance
Undersize
SERVICE STANDARDS
REPAIR (or
MODELS STANDARD VALUE replacement) REPLACEMENT
Required at: Required at:
A 73
B C 78
A B C 0.07-0.08 .178 0.3 BIO
A B C 0.25, 0.50, 0.75
A C Semi-floating type
B Full-floating type
A C 19
B 23
B -.002 (slight force fit-heat) 0.08
A C Press-fit load: 500 - 1500 kg
B .014 - .038 .015 .015
A B C 0.6 -1.1
A B C 3 (No.1: chrome plated barrel type, semi-
keystone. No.2 and NO.3: taper ring.)
A B C 1 (chrome plated with coil expander)
A B C .06 .11 0.3
A B C .05 - .09 0.2
A B C .03 - .07 0.2
A B C .22 - 040 1.25 1.5
A B C 0.15
A B C 0.1 - 0.35 0.5
A B C Kelmet metal with back metal
A B C 0.035 - 0.05 0.06 0.15
A B C 0.25, 0.50, 0.75
A B C 0.05
A B C 0.06 - 0.3 -0.3
A C 52 -0.15 -0.90
B 57 -0.15 -0.90
A C 42 -0.15 -0.90
B 48 -0.15 -0.90
A C 0-0.015
B 0.040 - 0.055
A B C -0.035 - -0.050
A B C Kelmet metal with back metal
(flanged metal for center bearing only)
A
B-
e 0.04 - 0.05 .06 0.10
A B C 0.25,0.50,0.75
(continued)
9
SERVICE STANDARDS
11 . hi' I 0393 o convert mm to mc es, mu tlply bv . 7
REPAIR (or
DESCRIPTION MODELS STANDARD VALUE replacement) REPLACEMENT
Required at: Required at:
CAMSHAFT
Front bearing A B C Lead bronze alloy with back metal
Oil clearance A B C 0.04 - 0.08 0.10 0.15
Cam lobe height (IN and EX) A B C 35.6 - 35.7 -1.0
PUMP CAMSHAFT
Front bearing A B C Ball bearing
Cam lobe height A B C 44 -1.0
TAPPET
0.0. A B C 23
Tappet to cylinder block clearance A B C .025 - .050 0.15
PUSH ROD
Bend A B C Within 0.3
LUBRICATION
ENGINE OIL
Oil specification
API service classification A B C Class CF or CG-4
Viscosity above 20C A B C SAE30 or 10W-30
5to 20C A B C SAE20 or 10W-30
below 5C A B C SAE 10W-30
OIL PUMP
Trochoid type A B C
Check valve opening pressure A B C 4 0.4 kg/cm
2
(at 500 rpm of pump speed)
Outer rotor to body clearance A B C 0.15 - 0.2 0.3
Outer rotor to inner rotor clearance A B C 0.05 0.12 0.25
Rotor to cover clearance A B C 0.03 - 0.07 0.20
OIL PRESSURE SWITCH
Contact closing pressure
Engine A B C 4 - 6 psi normally open
Generator A B C 4 - 6 psi normally open
FUEL SYSTEM
FUEL INJECTION PUMP
Model: NO-PFT4M A B C
At smoke set (SS)
Pump speed A C 1500 rpm: 27.5 1.0 mm
3
/st
Pump speed B 1500 rpm: 38 1.0 mm
3
/st
At start set (MS)
Pump speed A C 150 rpm: 34 5 mm
3
/st
Pump speed B 150 rpm: 36 7.5 mm
3
/st
Difference from reference cylinder A B C Within 2 mm3/rev. cylinder
Prestroke A B C 2.2 0.1
NOZZLE
Throttle type A B C
Model: NO-ON4S024 A B C
Injection start pressure A B C 120 10 kg/cm
2
10
TECHNICAL DATA
TIGHTENING TORQUE
DESCRIPTION MODELS TYPE/QUANTITY TIGHTENING TORQUE (kg-m)
CYLINDER HEAD BOLT A C M12 bolt (10) 11.5 - 12.5 (wet)
A C M10 bolt (4) 6.5 - 8.0 (wet)
B M14 bolt (10) 15 -16
B M14 bolt (4) tappet side 10 -11
CRANKSHAFT PULLEY NUT A C M18t 15 -20
B M20 20-25
MAIN BEARING CAP BOLT A B C 5 -5.5
CONNECTING ROD CAP NUT A C 3.2 -3.5
CONNECTING ROD CAP BOLT B 5.5 - 6.0
FLYWHEEL MOUNTING BOLT (with flange) A B C 13 -14
(8T) (WITH WASHER: OLD) A B C 11.5 12.5
OIL DRAIN HOSE BANJO BOLT A B C 5-6
OIL FILTER A B C 1.1 -1.3
FUEL INJECTION PUMP
Delivery valve holder A B C 4 5
NOZZLE HOLDER
Holder mounting bolt A B C 1.5 -2
Holder body and retaining nut A B C 6-8
GLOW PLUG A B C 1.5 -2
GENERAL SCREWS
BOLT DlA. BOLT HEAD MARK
4 7 10
M6 0.3 - 0.5 0.8 -1.0 1.0 -1.3
M8 1.0 -1.3 1.5 - 2.2 2.5 -3.5
M10 1.8 - 2.5 3.0 -4.2 5.0 7.0
M12 3.0 4.2 5.5 7.5 9.5 -12.0
M14 5.0 -7.0 8.0 -11.0 16.0 -19.0
SEALANTS
PARTS REQUIRING SEALANT SURFACES REQUIRING SEALANT SEALANT
(where to mount sealant coated parts)
Taper screw 1/2 /I Thread portion (Gear case) Liquid Teflon
Taper screw 1/4 1/ Thread portion (Cylinder block right side, pump cover) Liquid Teflon
Taper screw 1/8 1/ Thread portion (Cylinder head rear surface) Liquid Teflon
Water drain plug Thread portion (Cylinder block right side, rear middle portion) Liquid Teflon
Oil pressure switch Thread portion (Cylinder block right side surface) Liquid Teflon
Side seal Periphery (Main bearing caps No. 1 and No.5) Permatex #6B
Bearing cap No. 1 Contact surface with cylinder block Permatex #6B
11
ENGINE TROUBLESHOOTING
The following troubleshooting table describes certain
problems relating to engine service, the probable causes of
these problems, and the recommendations to overcome
these problems.
Note: The engine s electric..al system is protected by a 20-
ampere manual reset circuit breaker located on a bracket on
the left front side of the engine. The preheat solenoid is
mounted on the same bracket.
PROBLEM PROBABLE CAUSE VERIFICATION/REMEDY
HARD STARTING LOW CRANKING SPEED
1. Engine oil viscosity too high. 1. Replace engine oil with less viscous oil.
2. Run-down battery. 2. Recharge battery.
3. Worn battery. 3. Replace battery.
4. Battery terminals loosely connected. 4. Clean terminals and correct cables.
5. Defective starter. 5. Repair or replace starter.
6. Defective main drive section. 6. Check clutch for disengagement.
DEFECTIVE INJECTION SYSTEM
1. Air trapped in fuel passage. 1. Bleed air from fuel system.
2. Clogged fuel filter. 2. Clean or replace filter.
3. Low injection pressure. 3. Adjust injection pressure.
4. Inadequate spray. 4. Clean or replace nozzle.
5. Injection pump delivering insufficient fuel. 5. Repair or replace injection pump.
6. Injection too early. 6. Adjust injection timing.
MAIN ENGINE TROUBLES
1. Low compression.
a. Incorrect valve clearance. a. Adjust valve clearance.
b. Inadequate contact of valve seat. b. Lap valve.
C. Valve stem seized. c. Replace valve and valve guide.
d. Broken valve spring. d. Replace valve spring.
e. Compression leaks through cylinder head gasket. e. Replace gasket.
f. Piston ring seized. f. Replace piston and piston ring.
g. Worn piston ring and cylinder. g. Overhaul engine.
2. Burnt glow plug. 2. Replace glow plug.
3. Faulty glow plug operation. 3. Check glow plugs and solenoid.
4. Incorrect governor lever position. 4. Set lever to starting position.
LOW OUTPUT LOW COMPRESSION See HARD STARTING
INJECTION SYSTEM OUT OF ADJUSTMENT
1. Incorrect injection timing. 1. Adjust injection timing.
2. Insufficient injection. 2. Repair or replace injection pump.
3. Low injection pressure. 3. Check injection nozzle and adjust pressure.
INSUFFICIENT FUEL
1. Air trapped in fuel system. 1. Check and retighten connector.
2. Clogged filter. 2. Clean or replace filter.
3. Contaminated fuel tank. 3. Clean tank.
INSUFFICIENT INTAKE AIR
1. Clogged air cleaner. 1. Clean or replace air cleaner.
(continued)
12
PROBLEM PROBABLE CAUSE VEmFICATION/REMEDY
LOW OUTPUT (cont.) OVERHEATING
1. Low coolant level. 1. Add coolant.
2. Loose V-belt. 2. Adjust or replace V ~ b e l t
3. Incorrect injection timing. 3. Adjust injection timing.
4. Low engine oil level. 4. Add engine oil.
EXCESSIVE OIL OIL LEAKAGE
CONSUMPTION 1. Defective oil seals. 1. Replace oil seals.
2. Broken gear case gasket. 2. Replace gasket.
3. Loose gear case attaching bolts. 3. Retighten bolts.
4. Loose drain plug. 4. Retighten plug.
5. Loose oil pipe connector. 5. Retighten oil connections.
6. Broken rocker cover gasket. 6. Replace gasket.
7. Loose rocker cover attaching bolts. 7. Retighten attaching bolts.
OIL LEVEL RISING
1. Incorrectly positioned piston ring gaps. 1. Correct ring gap positions.
2. Displaced or twisted connecting rod. 2. Replace connecting rod.
3. Worn piston ring. 3. Replace ring.
4. Worn piston or cylinder. 4. Replace piston and rebore cylinder.
OIL LEVEL FALLING
1. Defective stem seal. 1. Replace stem seal.
2. Worn valve and valve guide. 2. Replace a valve and valve guide.
EXCESSIVE FUEL ENGINE BODY TROUBLES
CONSUMPTION 1. Noisy knocking. 1. See KNOCKING.
2. Smoky exhaust. 2. See SMOKY EXHAUST.
3. Moving parts nearly seized or excessively worn. 3. Repair or replace.
4. Poor compression. 4. See LOW COMPRESSION; HARD STARTING.
5. Improper valve timing. 5. Adjust.
6. Improper valve clearance. 6. Adjust.
INSUFFICIENT INTAKE AIR
1. Air intake obstructed. 1. Clean or remove obstruction.
NOZZLE TROUBLES
1. Seized nozzle. 1. Replace.
2. Worn nozzle. 2. Replace.
IMPROPER FUEL Replace with proper fuel.
FUEL LEAKS Find fuel leaks.
SMOKY EXHAUST WHITISH OR PURPLISH
1. Excessive engine oil. 1. Correct oil level.
2. Excessive rise of oil into combustion chamber.
a. Poor piston contact. a. Check.
b. Seized piston ring. b. Replace or clean.
c. Excessive piston-to-cylinder clearance. c. Replace or correct.
(continued)
13
PROBLEM PROBABLE CAUSE VERtFICATION/REMEDY
SMOKY EXHAUST (cont., WHITISH OR PURPLISH (cont.,
d. Worn valve stem and valve guide. d. Replace.
e. Low engine oil viscosity. e. Replace.
f. Excessive oil pressure. 1. Correct.
3. Injection timing is too late. 3. Adjust.
4. Insufficient compression. 4. See LOW COMPRESSION; HARD STARTING.
BLACKISH OR DARK GRAYISH
1. Engine body troubles.
a. Poor compression. a. See LOW COMPRESSION; HARD STARTING.
b. Improper valve clearance. h. Adjust.
2. Insufficient intake air (air cleaner clogged). 2. Clean air cleaner.
3. Improper fuel. 3. Replace with proper fuel.
ABNORMAL SOUND CRANKSHAFT AND MAIN BEARING
OR NOISE 1. Badly worn bearing. 1. Replace bearing and grind crankshaft.
2. Badly worn crankshaft. 2. Grind crankshaft.
3. Melted bearing. 3. Replace bearing and check lubrication system.
CONNECTING ROD AND CONNECTING ROD BEARING
1. Worn connecting rod big end bearing. 1. Replace bearing.
2. Worn crankpin. 2. Grind crankshaft.
3. Bent connecting rod. 3. Correct bend or replace.
PISTON, PISTON PIN, AND PISTON RING
1. Worn cylinder. 1. Rebore cylinder to oversize and replace piston.
2. Worn piston pin. 2. Replace piston.
3. Piston seized. 3. Replace piston and rebore cylinder.
4. Piston seized and rings worn or damaged. 4. Replace piston and rings.
VALVE MECHANISM
1. Worn camshaft. 1. Replace.
2. Excessive valve clearance. 2. Adjust.
3. Worn timing gear. 3. Replace.
4. Worn fan pulley bearing. 4. Replace.
ROUGH OPERATION INJECTION PUMP SYSTEM
(HUNTING) 1. Uneven injection. 1. Adjust injection or replace parts.
2. Control rack malfunctioning. 2. Disassemble, check and correct injection pump.
3. Worn delivery valve. 3. Replace.
4. Inadequate injection nozzle spray. 4. Replace injection nozzle.
GOVERNING SYSTEM
1. Governor lever malfunctioning. 1. Check governor shaft and correct operation.
2. Fatigued governor spring. 2. Replace.
(continued)
14
PROBLEM PROBABLE CAUSE VERIFICATION/REMEDY
KNOCKING ENGINE KNOCKS WITHOUT MUCH SMOKE
1. Faulty injector. 1. Foul exhaust - rebuild injector.
2. Bent rod. 2. Fuelish exhaust check compression, repair.
3. Main engine troubles.
a. Overheated cylinder. a. See OVERHEATING; LOW OUTPUT.
b. Carbon deposits in cylinder. b. Clean.
4. Too early injection timing. 4. Correct.
5. Too high injection pressure. 5. Correct.
6. Improper fuel. 4. Replace with proper fuel.
KNOCKING WITH DARK SMOKE
1. Poor compression. 1. See LOW COMPRESSION; HARD STARTING.
2. Injection pump malfunctioning.
a. Worn plunger. a. Replace.
b. Pinion is not in mesh with control rack. b. Correct.
c. Broken delivery valve spring. c. Replace.
d. Worn delivery valve seat. d. Replace.
3. Improper nozzle.
a. Poor spray. a. Clean or replace nozzle.
b. Poor chattering. b. Repair or replace nozzle.
c. After-injection drip. c. Repair or replace nozzle.
d. Nozzle needle valve seized. d. Replace.
INTERMITTENT 1. Fuel filter clogged. 1. Clean or replace.
EXHAUST SOUND 2. Fuel pipe sucks air. 2. Retighten pipe joints or replace pipe.
3. Water mixed in fuel 3. Replace fuel.
OVERHEATING 1. V-belt slackening or slippery with oil. 1. Adjust, replace or clean.
2. Damaged water pump. 2. Replace.
3. Lack of coolant. 3. Add.
4. Faulty thermostat. 4. Replace.
5. Low oil level or poor oil quality. 5. Add or change.
6. Knocking. 6. See KNOCKING.
7. Moving parts seized or damaged. 7. Replace.
15
ENGINE PARTS IDENTIFICATION
DRIVE BELT---"
,CRANKSHAFT
CRANKSHAFT PULlEY 7
GEAR CASE
EXHAUST VALVE
CBANKSHAFT GEAR
INTAKE SILENCER
NOZZLE HOLDER
CYLINDER HEAO
INJECTION
PUMP
CYLINDER HEAl
TAPPET
CAMSHAFT
REAR OIL SEAL
FLYWHEEL
OIL SCREEN
SIDE VIEW
EXHAUST MANIFOLD

CONNECTING ROD
JIII ... Il-I----PUSH ROD
CAMSHAFT
FRONT VIEW
16
CYLINDER HEAD
CONSTRUCTION
The cylinder head is of an overhead valve type made of
high-rigidity special cast iron and has an excel1ent cooling
effect. The cross-flow type cylinder head, provided with its
intake port on the right-hand side and exhaust port on the
left-hand side, ensures high intake-exhaust efficiency.
ROCKER SHAFT
CYLINDER HEAD
The precombustion chamber is of a swirl chamber type
(Ricardo) made of heat resisting steel and is press fitted
in the cylinder head. This chamber, therefore, requires no '
disassembly.
Intake and exhaust valve guides are made of sintered alloy
and are commonly usable in either port. The valve guides are
oil-impregnated to improve wear resistance.
Valve seats, when needed, can be installed by a competent
and knowledgeable machine shop.
ROCKER COVER
CYLINDER HEAD
The cylinder head gasket is made of carbon graphite. It is
provided with stainless steel sheet grommets around the
bores for improved heat and pressure resistance. The gasket
requires no sealant when assembled.
Intake valves are made of heat-resisting steel and have a
large-diameter head to provide greater intake efficiency. The
heads of the exhaust valves are protected against high tem-
peratures by a special heat-resisting steel facing welded to
the valve head.
Valve springs are 'coated with red enamel which marks the
rocker arm end to aid in proper placement of the spring dur-
ing assembly. The spring retainer and retainer lock are com-
mon to intake and exhaust valves. The valve stem seal at the
top of the valve guide prevents downward seepage of oil into
the combustion chamber. The high speed engines (3000 rpm
and over) are provided with a valve spring seat between the
valve springs and cylinder head.
VALVE GUIDE
VALVE STEM. SEAL
Rocker arm, rocker shaft and stay. The rocker arms are
made of special cast iron and are gas carbonized on the entire
surface. An oil hole is on the upper side of each arm. The
rocker arm shaft is a carbon steel tube, the interior of which
forms a lubricant passage. The rocker arm area of the shaft is
induction-hardened. Four rocker shaft stays of aluminum
alloy casting are used. The rearmost stay forms an oil pas-
sage connected to the cylinder head. The rear stay is identical
to the front stay.
Intake manifold and exhaust manifold. An intake manifold
with its gasket is on the right side of the cylinder head and an
exhaust manifold is on the left side of the cylinder head. The
shape of each depends on the engine model.
The crankcase vent system allows blowby gases produced in
the cylinder block to circulate inside the engine, thus prevent-
ing them from exhausting. This system leads blowby gases
from the cylinder block through tappet holes and push rod
holes into the rocker cover and, further, through the air
breather pipe (rubber pipe) into the air intake manifold, so
that blowby gases are carried into the combustion chamber
and are burned during combustion.
17
CYLINDER HEAD SERVICE
DISASSEMBLY
1. Remove the air breather pipe. Remove the water bypass
hose if provided.
2. Remove the fuel injection lines.
3. Remove both the intake manifold and exhaust manifold
assemblies.
4. Remove the rocker cover.
S. Remove the rocker arms and rocker shaft as an assembly.
6. Remove the push rods.
7. Remove the cylinder head assembly by loosening the
head bolts in the numerical order shown below.

CYLINDER HEAD BOLTS LOOSENING SEQUENCE
8. Remove the cylinder head gasket.
9. Partly disassemble the cylinder head assembly as fol-
lows:
a. Remove the thermostat housing. Remove the thermo-
stat and thermostat gasket.
b. Remove the fuel injectors and sealing washers.
c. Remove the glow plug lead wires and remove the
glow plugs.
d. Using a valve spring com presser, compress the
spring for each valve. Remove the retainer lock
and then remove the retainer, spring and valve. Place
the removed valves and other parts in order by each
cylinder.
e. A valve spring seat of 2mm thick for each spring is fit-
ted on the cylinder head surface. Be careful not to lose
the spring seats.
INSPECTION
Cylinder Head
NOTE: See SERVICE STANDARDS for tolerances and mea-
surements. .
1. Before cleaning the cylinder head, check it for cracks,
damage and water leaks.
2. Hot tank the cylinder head to thoroughly clean all sur-
faces and oil passages.
3. Check the lower surface of the cylinder head for distor-
tion using a straight edge and a feeler
CHECKING CYLINDER HEAD DISTORTION
Valve Guide
1. Check the valve stem to guide clearance. If the replace-
ment value is reached, replace the valve guide and valve.
2. To remove an existing guide, press it upward with a dri-
ver from under the cylinder head. To install a new guide,
press it into the top of the cylinder head with a driver
until the specified height is obtained.
12:0.5 MODELS A & C
VALVE GUIDE
INSTALLING VALVE GUIDE
Valve Seat
1. Check each valve seat for damage and improper contact.
If necessary, correct it as shown in the illustration. After
correction, lap the valve into the seat using lapping com-
pound.
NOTE: Correction of a valve seat should be done after the
valve guide has been checked and if necessary, replaced.
2. If the valve seat sinkage reaches the replacement value
(see SERVICE STANDARDS), install a new valve seat.
2.9 t
INTAKE SIDE EXHAUST SIDE
CORRECTING VALVE SEAT
. -
18
3. Check the valve seat sinkage by measuring the installed
length of each valve assembly. When measuring the size
up to the top of the valve spring retainer, include retainer
thickness (at the conar) of 1.7 0.3 mm.
VALVE SEAT .SINKAGE
STANDARD
VALUE
f t
4. Check the valve seat inserts jf provided, for proper fit.
Replace any that fit loosely.
Valve
1. Check the valve face and stem for excessive wear, dam-
age and distortion. If there is any, correct or replace the
valve.
2. If the replacement value of the valve head thickness is
reached, replace the valve.
3. Check each valve stem for wear and pitting in the areas
shown by the arrows in the illustration. If necessary, cor-
rect or replace the valve.
CHECKING VALVE
Valve Spring
. 1. Check the valve springs for cracks and damage.
2. Measure the free length and load of each spring. Replace
the spring if excessively deteriorated.
CHECKING INSTALLED LENGTH OF VALVE SPRING
NOTE: The thickness of the valve spring retainer collar is 1.7
0.3.
3. Check the squareness of each spring. Replace the spring
if it tilts excessively.
1r

GAUGE

CHECKING SPRING SQUARENESS
Rocker Arm and Rocker Shaft
1. Check the valve contact surface of each rocker arm for
excessive wear and damage. If there is any, replace the
rocker arm. Check the push rod contact surface of each
adjusting screw for wear and damage. If there is any,
replace the screw.
2. Measure the rocker arm 1.0. and shaft 0.0. If the differ-
ence between them is excessive, replace the rocker- arm.
REASSEMBLY
To reassamble the cylinder head, reverse the order of disas-
sembly, taking care to observe the following instructions.
19
Partial Reassembly
1. Press in the valve guides to the specified height. (For the
installation procedure, see Valve Guide.)
2. Install the valve stem seals securely on the valve guide.
3. Apply oil to the valve stems and insert them into the
valve guides. Install the springs, retainers and retainer
locks in that order.
4. To assemble the rocker arms and shaft, place the rocker
shaft in such a manner that the identification mark (4)3
mm hole) at the front end of the shaft faces toward the
front of the engine. Install the front-most rocker arm and
retain it with a snap ring. In a similar manner, install the
other rocker arms, one after another. Finally, install the
rear-most rocker arm and retain it with a snap ring. Then
install the assembly on the cylinder head. When tighten-
ing the front and rear stays, be sure to install the bolt
seats and washers.
IDENTIFICATION MARK
FRONT
INSTALLING ROCKER ARMS ROCKER SHAFT
S. Tighten the glow plugs to the specified torque.
6. Install the nozzle holders and tighten the bolts temporar-
ily. After installing the high pressure injection lines,
retighten the bolts evenly to the specified torque. Do not
reuse any sealing washers.
7. Install the glow plug lead wires. (The glow plugs are a
taper sealed type; they do not require gaskets.)
Installation of Cylinder Head Assembly
1. Install the cylinder head assembly with a new gasket. The
gasket does not require any sealant.
2. Tighten the cylinder head bolts to the specified torque in
the numerical order shown in the illustration. Start with a
slight torquing of the bolts, and after two or three stages
of moderate torquing, finally tighten to the ,specified
torque (see TECHNICAL DA1A). (Be sure to use a torque
wrench.) ,
<:J ____________ ______________
,O CD @

CYLINDER HEAD BOLT TIGHTENING SEQUENCE
(See Engine Adjustment section)
3. Be sure to use only new gaskets and packings. Apply
sealant to the specified sealing points.
Valve Clearance Adjusbnent
Position the piston in #1 cylinder at the top of its compres-
sion stroke. Observe the valves and timing mark on the front
crankshaft pulley (T.D.C.) when doing this. Adjust the valve
clearances for cylinder #1. Rotate the crankshaft 90 in the
normal direction of rotation (clockwise) and adjust the valves
for the next cylinder in the engine's firing order, cylinder #3.
Rotate the crankshaft another 90 and adjust the valves for
cy linder #2.
NOTE: For additional information, see Adjusting Valve
Clearance under ENGINE AD] USTMENTS.
ADJUSTING SCREW
LOCKNUT
CLEARANCE (COLD) 0.25 MM
ADJUSTING VALVE CLEARANCE
20
CYLINDER BLOCK
CONSTRUCTION
The special iron casting cylinder block is of a full jacket
type in which cylinder liners are integrated with the cylinder
block.
CYUNDER BLOCK
The main bearings are made of metal-backed copper sin-
tered alloy (Kelmet) and an aluminum alloy. To improve run-
in characteristics, they are coated with a lead-tin alloy plating
on the journal surface, and tin flash-plating on the journal
surface and tin over the entire bearing surface.
Crankshaft thrust is received by the flanged center bearing.
On the front bearing area of the camshaft, a metal-backed
special copper alloy rolled bushing is pre!?sfitted.
The crankshaft is a precision-forging of carbon steel, which
is supported by five bearings to provide high rigidity.
Journals, pins and oil seal contact areas are induction-hard-
ened to improve wear resistance and durability.
The flywheel is made of cast iron, and the ring gear is made
of carbon steel and is shrinkage-fitted to the flywheel. The
gear teeth are induction-hardened.
The pistons are made of an aluminum alloy to reduce engine
weight and to decrease bearing load during high-speed opera-
tion. Each piston forms a tapered cylinder with elliptical
cross section contour so as to obtain the best contact with the
cylinder bore. The piston crown surface has a cavity to
improve fuel combustion.
The piston pins are hollow, carbonized forgings. When con-
necting a piston to its rod, a piston pin is press-fitted into the
small end of the rod.
The piston rings are made of special cast iron. Each piston is
provided with three compression rings and one oil ring. The
outside surfaces of the top compression rings and oil rings
are hard chrome plated. The top rings are of the semi-key-
stone type and the oil rings are provided with a coil
expander.
PISTON & PISTON RINGS
The connecting rod has an I-beam cross section and a hori-
zontally split big end to provide high rigidity.
The big end bearing is made of a metal-backed special cop-
per alloy and is flash-plated all over.
The front piate and gear case. The steel front plate is posi-
tioned by a dowel pin located in the upper part of the
camshaft area and a dowel pin in the lower part of the injec-
tion pump area. It is bolted to the cylinder block through a
gasket. On the left end rear surface, the lube oil pump gear
bearing housing is installed together with the gear case. The
aluminum casting gear case is attached to the front end sur-
face of the cylinder block through the front plate. The case
houses the lube oil pump front bearing and the governor
related parts. It serves also as a camshaft and idler gear thrust
stopper.
21
CYLINDER BLOCK
The Camshaft and Timing Gears. The camshaft is a high
carbon steel forging. The cam surface and journals are induc-
tion hardened to improve wear resistance. The shaft is sup-
ported on three bearings: the front bearing is a bush bearing
(with the exception of a bushless bearing for engines pro-
duced in the initial period of production), while the middle
and rear bearings are in the holes cut in the cylinder block.
All bearings are 'lubricated by a forced lubrication system.
The camshaft rear journal has a slot for intermittently lubri-
cating the rocker arms through the cylinder head. The rear of
the shaft is provided with an oil escape hole to let excess oil
return to the oil pan.
The helical timing gears are finished by shaving and crown-
ing to provide high durability and to reduce chattering.
Valve timing is as follows.
T.D.C
INTAKE VALVE OPENS EXHAUST VALVE CLOSES
VALVE TIMING
EXHAUST VALVE OPENS
B.D.C
VALVE TIMING
Intake valve opens (BTDC) 18
Exhaust valve closes (ATDC) 18
I ntake valve closes (ABDC) 46
Exhaust valve opens (BBDC) 46
The tappet and push rod. The tubular type tappets are
hardened at the bottom and gas-carburized at low tempera-
ture over the entire surface to improve wear resistance. Each
tappet is offset from the cam center to prevent uneven wear
of the tappet bottom. The steel-bar push rods are flame-hard-
ened at each end.

OFFSET OF TAPPET AND CAMSHAFT
The injection pump camshaft is made of high carbon steel.
Its cam surfaces are induction-hardened to improve wear
resistance. The front end of the shaft supported on a ball
bearing is connected to a gear. The rear end is provided with
an Oldham's coupling groove for connecting to the oil pump
drive shaft.
The high-pressure oil pump is directly coupled to the
tion pump camshaft at the rear of the shaft, mating into the
Oldham's coupling groove.
The sheet metal oil sump has an oil drain hose that routes
from the lube oil drain plug to a bracket at the front side of
the engine.
22
CYLINDER BLOCK SERVICE
DISASSEMBLY
1. For removal of a the cylinder head and related parts, refer
to DISASSEMBLY under CYLINDER HEAD SERVICE.
2. For removal of the water pump and electrical equipment,
refer to their respective sections.
3. Pull off the push rods, then pull out the tappets upward.
4. Remove the fuel filter.
5. Loosen the crankshaft pulley nut, then take off the pulley
and washer.
6. Loosen the flywheel mounting bolts and remove the fly-
wheel.
7. Remove the back plate and rear oil seal case.
8. Remove the lube oil pump gear bearing housing. Remove
the gear case, but first it is necessary to remove the tie-
rod located at the right front (beside the injection pump)
of the cylinder block and to remove the stopper spring
and tie-rod from the injection pump's fuel rack.
A CAUTION: Be sure tD separate the injection
pump rack from the tie-rod before removing the
gear case. The front plate is bolted to the cylinder
block frDm inside the gear case; therefore, be care-
ful nDt tD drive Dut the gear case tDgether with the
front plate. Also, be careful not to damage the
dowel pins.
9. Remove the fuel injection pump.
10. Remove the governor weight bolts. Remove the weights.
11. Remove the pump camshaft bolt.
12. Remove the oil filter and the oil pump assembly. Then
pull out the injection pump camshaft.
13. Remove the gears. Then remove the front plate.
14. Remove the camshaft.
15. Turn the engine upside down. Remove the oil pan and oil
screen.
16. Remove the nuts from the big end of each connecting rod
and remove the cap. Push the piston and connecting rod
assembly upward out of the cylinder block. Keep Hie
removed parts in order for each cylinder. When pushing
out the piston and connecting rod assembly, put a
wooden block against the cap mating surface of the rod
so as not to damage the metal surface.
17. When separating the piston from the connecting rod, use
the following procedures. Keep the disassembled parts in
order for each set. Take care to prevent confusion, espe-
cially for each set of piston and wrist pin.
a. Set the piston and connecting rod assembly on the
special tool (piston pin setting tool) body. '
h. Insert the push rod of the tool into the piston pin hole
and press the pin out. .
A CAUTION: Do not hammer a piston pin tD
remDve it. A stuck piston pin which requires exces-
sive pulling force should be replaced. Do not apply
a IDad of mDre than 3,000 kg tD the pistDn pin set-
ting tool.
REMOVING PISTON PIN
IDENTIFICATION MARK
BODY
18. Remove the main bearing caps. Keep the caps and bear-
ings in order for each cylinder. It is necessary to meaure
the crankshaft end play before removing the caps (see
Crankshaft, para. 3., under CYLINDER BLOCK SER-
VICE). Mark the caps and rod with a number punch 1 4
as needed.
19. Remove the crankshaft.
INSPECTION
Cylinder Block
1. Check the cylinder block for cracks and damage. If there
is any, repair or replace the block. Check the camshaft
front journal bushing for wear and damage. If there is
any, replace the bushing using a special tool (Tool
#033583).
A CAUTION: The camshaff bushing is a fDrced
fit in the cylinder block. The camshaff bushing will
be crushed or damaged when removed. Take care
not to burn or scratch the bushing boss in the block,
as this will interfere with the installation of the new
bushing.
BUSHING
REMOVING CAMSHAFT BUSHING
23
2. Check the water jacket for scale and corrosion. Clean the
block thoroughly and ensure that all oil passages are
clean.
3. Check the cylinder walls for scratches, dents and wear. If
necessary, repair by honing or boring. Measure the cylin-
der bore in right-angled directions A and B at three dif-
ferent depths.
::J
FRONT
CHECKING CYUNDER WEAR
4. When cylinder bore wear is not excessive and only the
piston rings require replacement, check the upper part of
the cylinder for ridge wear. If any exists, ream the cylin-
der bore and hone when necessary.
Piston, Piston Pin and Piston Rings
1. Check the piston for seizing, scratches and wear. If nec-
essary, replace the piston.
2. Measure the piston O.D. Replace the piston if exces-
sively worn. If the piston-to-cylinder clearance is exces-
sively large, machine the cylinder to an oversize bore or
replace the piston. The piston O.D. should be measured
at the lower end of the skirt at right angles to the axis of
the piston pin hole.
MEASURING PISTON 0.0.
3. Measure the side clearance between each piston ring and
its groove. If necessary, replace the ring.
As to the semi-keystone type top ring, allow it to sink by
its own weight into the groove, then measure its depth
from the piston surface.
PISTON RING SIDE CLEARANCE
WEIGHT OF RING
4. Measure the gap of each piston ring. Replace the ring if
its gap is excessively large. To measure the ring gap,
insert a ring into the least worn place of the cylinder bore
(skirt) using a piston and measure the gap with a feeler
gauge.
o
JL:HG
. RING GAP
24
Connecting Rod
1. Using a connecting rod aligner, check each connecting
rod for bending and distortion. If necessary, correct or
replace the rod.
2. Measure the connecting rod thrust clearance with a rod
assembled on the crankshaft. If the clearance is exces-
sive, replace the rod assembly.
! CONNECTING ROD THRUST CWRANCE
Crankshaft
1. Measure the crankshaft bend, If excessive, repair or
replace the crankshaft.
CRANKSHAFT 0.0.
2. Check the crankshaft journals and pins for damage,
seizure and other faults. If excessively worn or damaged,
machine to the undersize diameter. At the same time,
replace the corresponding main bearing or connecting rod
bearing with the same undersize bearing. When machin-
ing a crankshaft journal or pin to the undersize one, be
sure to finish its fillets to R2.S mm. Check that all oil
passages in the crankshaft are clean and open.
(JOURNAL)

(PIN)
R 2.5
3. Check the crankshaft end play. If the specified limit is
exceeded, replace the flanged No .. 3 main bearing. To
check the end play, install the bearings, crankshaft
and main bearing caps, then tighten the cap bolts to the
specified torque. Measure the end play with a dial gauge
held against the front end of the crankshaft.
Main Bearings and Connecting R"d Bearings
Check the surface of each bearing for flaking, melting, seiz-
ing and poor contact. If any of these conditions exist, replace
the bearing.
Fit the main bearings to the cylinder block and the connect-
ing rod bearings to the connecting rods. Tighten the bolts to
specification. Measure the J.D. of bearing. Then mea-
sure the 0.0. of the crankshaft journals and pins to calculate
the oil clearance (a plastigauge may be used). If any oil clear-
ance is excessive, replace the corresponding bearing. If an
excessive clearance still remains even after replacement of
the bearing, grind the crankshaft to th!f! undersize 0.0. and
install the same undersize bearing.
MEASURING ROD BEARING 1.0.
25
Gearcase
Check the gearcase body for cracks and damage, and the oil
seal for damage. Also check the governor related parts. If the
camshaft thrust plug press-fitted in the gearcase has been
worn or damaged, install a new thrust plug.
PRESS-FIT HEIGHT OF
CAMSHAFT THRUST PLUG
22 0.4
Timing Gears and Lube Oil Pump Gear
Check each gear for poor contact, wear and damage. If there
is any, replace the gear. Also check the splined bore of the
lube oil pump gear for faults.
Camshaft
Measure the clearance between the center journal and the
cylinder block, and between the rear journal and the cylinder
block. If either or both clearances are excessive, replace the
camshaft, front bushing or cylinder block. Replace the
camshaft if the cam surface is damaged or the cam lobe is
badly worn.
MEASURING CAM LOBE HEIGHT'
Fuel Injection Pump Camshaft
Replace the camshaft if the cam surface is excessively worn
or damaged or if the Oldham's coupling is damaged.
MEASURING INJECTION PUMP CAMSHAFT LOBE
Ball Bearings
Check each ball bearing for excessive wear or damage and
for irregular or noisy rotation. If there is any, replace the
bearing.
Tappets
1. Check the bottom of each tappet for cracks, flaking and
nicks. If any of these conditions exist, replace the tappet.
2. Check the clearance between each tappet and the cylinder
block. If any clearance exceeds the specified limit,
replace the tappet.
Push Rods
1. Replace a push rod if both its ends are excessively worn.
2. Place each push rod on a surface plate and check for
bending at the center of the rod. If the bend exceeds the
specified limit, correct or replace the rod.
REASSEMBLY
A CAUTION: Clean each part sufficiently. Clean oil
passages, sliding surfaces and rotating parts with spe-
cial care.
Before assembling, apply engine oil to all sliding, rotat-
ing and press fit parts such as bearings and cylinder
inner walls.
Replace gaskets, packings and oil seals with new ones.
Apply sealant to gaskets and packings, and to the spec-
ified sealing points.
Observe tightening torque and sequence where speci-
fied. For other parts, tighten to the torque for ordinary
screws or bolts as the torque table specifies. Check
clearances and end plays during assembly work.
26
1. When the camshaft front bushing is pressed in, align the
bushing oil hole with the oil hole in the cylinder block
using a bushing installing tool. For proper alignment,
make a mark indicating the block's oil hole position on
the front end face of the block. After installing the bush-
ing, confirm that the oil holes are properly aligned with
each other.
,CYLINDER BLOCK
FRONT OF BLOCK
,. DRAW A MARK AT OIL HOLE CENTER
OF BLOCK (BEFORE INSTAlliNG BUSHING).
2. ALIGN BUSHING OIL HOLE WITH BLOCK
OIL HOLE, PRESS IN BUSHING.
2. When pressing in the idler gear shaft, follow the align-
ment and length of protrusion shown in the diagram.
Failure to do so will result in low oil pressure during
engine operation.
MODelS A & C -26.5:tO ..5
PRESS-FiniNG IDLER GEAR SHAFT
3. When replacing the dipstick guide, coat the new guide
(without a flange) with HERMESEAL 52B sealant, then
press-fit into the cylinder block. Press-fit to a height of
30 0.5 (1.1811" 0.0197") from the cylinder block
surface.When installing the former type of guide, which
is increased in diameter at the midpoint, press it in until
caught in the hole. (There is no difference in the press-fit
position between the former type and later type guides.)
LATER-TYPE GUIDE FORMER GUIDE
GUIDE INTO BLOCK
4. Install the main bearings to the cylinder block.
NOTE: The oil ports must be properly positioned and the
bearing fitted correctly into the block recess.
5. Install the crankshaft. Apply engine oil to the journals
and pins.
6. Install the main bearing caps and tighten the cap bolts to the
specified torque. Each cap carries an embossed arrow mark
and numeral to prevent incorrect installation of the caps.
When installing the No. 1 and No.5 caps, apply sealant to
the upper surface (cylinder block mating surface) .
........ FRONT
7. Check the crankshaft end play.
S. Apply sealant to the outside surface of both side seals.
Press the side seals into the front and rear caps, thus
completing the reassembly of the crankshaft.
. INSTALLING
BEARING CAP
SIDE SEALS
27
9. Install the oil seal into the crankshaft rear oil seal case.
Install the seal case to the cylinder block. Remember to
install the gasket. Turn the crankshaft one complete revo-
lution to ensure there is no unwanted binding.
10. Install the back plate.
11. Install the flywheel. The bolts should be tightened to the
specified torque.
12. Assemble the piston and the connecting rod using the
Piston Pin Setting Tool.
CONNECTING ROO
/////';I'E'-__ TOOL BOOY
PISTON PIN SETTING TOOL
3. Insert a piston pin into the push rod of the tool, then
screw a guide (see illustration for proper guide) fully
into the push rod.
/1);0"
~ 9 ~ m
~ GUIDEE
G ~ ; >
~ ~ m
~
~ ~

PISTON PIN SETTING TOOL
PN#033582
PUSH ROD
h. Insert the assembled push rod, piston pin and guide
into the piston pin hole from the guide side, and into
the small end of the connecting rod. In this case, both
the arrow (front mark) on the piston head and the
identification mark on the connecting rod are to be
positioned upward. Before insertion, apply engine oil
to the piston pin and to the connecting rod small end
hole.
c. Set the piston, connecting rod and guide as an assem-
bly on the tool body. When setting, insert the tool
guide into the tool body with the cut in the guide in
alignment with that in the tool body and then turn the
guide 90. Make certain the small end of the connect-
ing rod rests properly on the tool body. Also, confirm
that the front mark on the piston head and identifica-
tion mark on the connecting rod face up.
d. Press the piston pin in under a pressure of 500 to 1500
kg. If the piston pin is easily pressed in with less pres-
sure than above, or if the pin needs a greater pressure,
replace the connecting rod or the piston and pin
assembly. The piston pin will be positioned in place
by the guide. After installation, tum the push rod 90
so that the cut in the guide comes in alignment with
the cut in the tool body. Detach the piston and con-
necting rod assembly from the tool body.
A CAUTION: After assembling the piston and
connecting rod, make certain the connecting rod
small end is properly positioned at the center 01
the piston pin. II any excessive deviation Irom
the proper position is lound!l correct it. In this
case, check the piston pin setting tool also.
Each pislon and its pin are matched parts and!l
therefore, a set 01 piston and pin must not be
confused with other pistons and pins. All pistons
and pins to be used in an engine must be of .the
same size (same mark).
13. Piston rings differ in shape from one another. Be sure to
install them in their proper positions and directions, as
illustrated, and with the stamped manufacturer mark and
size mark facing up. When installing the piston ring with
a coil expander, position the expander joint opposite to
'the ring-gap position.
28
PISTON RING
POSITIONS
RING GAP
POSITIONS
ENGINE
FRONT
PISTON,
m NO.1

<lOll
PISTON RINGS
'\.
'.. ,.>'

..
\\
14. Install the piston and connecting rod assembly from the
top of the cylinder block using a ring band. In this case,
make certain the piston ring gaps are properly positioned
and the arrow mark on the piston faces the front of the
engine. After insertion, install the connecting rod end
halves in place and tighten the rod cap bolts to the speci-
fied torque. Apply oil to the bearing surfaces before
assembly of the connecting rod ends.
15. Install the front plate. Remember to install the gasket and
dowel pin.
16. Tum the crankshaft until the No.1 cylinder piston comes
to the top dead center.
17. Align the keyway in the crankshaft gear with the key on
the crankshaft. Install the gear on the shaft.
1
MATING MARKS
18. Align the mating mark on the idler gear with that on
the crankshaft gear; install the idler gear on the idler
shaft. Insert the camshaft and gear assembly into the
cylinder block so that the mating mark "2" on the
camshaft gear aligns with that on the idler gear. Then
insert the injection pump camshaft assembly into the
cylinder block and align the mating mark "3" on the
pump gear with that on the idler gear .. Finally, install the
injection pump drive shaft gear assembly.
19. Confirm that mating marks on the gears are in proper
alignment with each other.
20. Fit the governor weight assembly to the injection pump
cam gear.
21. Install the gear case (wfth the governor and related parts
previously installed) and gasket. When installing the gear
case, insert the tie-rod and tie-rod stopper spring into the
hole in the cylinder block so to position it next to'the
injection pump fuel rack.
29
INSTALLING GEAR CASE
22. Insert the crankshaft pulley. Install the washer and nut.
Then tighten to the specified torque.
23. Install the back plate. Be sure to install the gasket.
24. Install the oil pick up, then install the oil pan.
25. Apply oil to the periphery of the tappet. Insert the tappet
into the cylinder block. Then insert the push rod properly
into the tappet hole. Check to see if the tappet moves
lightly.
PUSH ROD
INCORRECT
CORRECT
INSTALLING TAPPET AND PUSH ROD
26. Install the cylinder head assembly (see CYLINDER
HEAD SERVICE, REASSEMBLY).
27. Install the injection pump assembly (see Installation and
Adjustment of Fuel Injection Pump under FUEL
SYSTEM).
INSTALLING INJECTION PUMP
28. Install the oil pump and oil filter (see REASSEMBLY
under LUBRICATION SYSTEM SERVICE). When the oil
pressure switch and oil pressure sender with adapter has
not yet been installed, apply sealant to the threaded por-
tion when installing.
29. Install the fuel filter.
30. Install the fresh water pump.
31. Install the starter (see STARTER/SOLENOID SERVICE)
and alternator (see ALTERNATOR/REGULATOR SER-
VICE).
32. Install the raw water pump.
30
GOVERNOR
DESCRIPTION
The governor keeps engine speed constant by using a bal-
ance between the centrifugal force acting on the governor
weights and the tension of the governor spring.
If engine speed increases, the governor weights will open,
forcing the sliding shaft forward. This moves the injection
pump fuel rack, linked to the sliding shaft through the gover-
nor lever assembly, tie-rod and spring, in the direction that
injects less fuel into the cylinders. The movement is stopped
at a point where the centrifugal force of the governor weights
balances with the tension of the governor spring.
If engine speed is decreased by an overload, the control rack
is pushed against the smoke set spring in the direction that
injects more fuel. The Angleich mechanism restricts the
increase and quantity of fuel injection thus preventing over-
load, saving fuel, and decreasing exhaust smoke.
GOVERNOR lEVER
GOVERNOR WEIGHT
__ SLloING SHAFT
GOVERNOR SHAFT
PUMP GEAR
PUMP CAMSHAFT
r:....!...U--_--lolER GEAR
GEAR CASE
NEEDLE BEARING
GOVERNOR LEVER
SHAFT
NEEDLE BEARING
f---,..........-rJ'--- GOVERNOR SPRING
GOVERNOR
SPEED CONTROL lEVER
DISASSEMBLY
1. Remove the, drive belt (see FRESH WATER COOLING
SERVICE).
2. Remove the crankshaft pulley nut and remove the pulley.
3. Remove the fuel injection pump (see Fuel Injection
Pump under FUEL SYSTEM)
4. Remove the gear case mounting bolts and remove the
gear case (see CA UTION under DISASSEMBLY, CYLIN-
DER BLOCK SERVICE).
5. Remove the governor spring.
6. Remove the nut, washer, spring lever. Remove the speed
control lever from the gear case.
7. Remove the nut, washer and spring lever, remove the
governor lever set bolt, and remove the governor lever.
S. Remove the governor weight assembly and the sliding
shaft from the injection pump camshaft.
9. Remove the tie-rod and spring from the governor lever.
GOVERNOR LEVER SECTION OF GEAR CASE
INSPECTION
1. Check the governor weights for wear and damage.
Replace if defective.
2. Check the sliding shaft for damage and stiff movement.
Governor Lever
Check the sliding shaft contact area of the governor lever and
check the tie-rod and spring which connect the governor
lever to the fuel rack. Replace if defective.
Governor Spring
Check the spring for deterioration and breakage. Replace if
defective. When overhauling, replace the spring.
Needle Bearing
Check the needle bearing supporting the governor lever shaft
in the gear case for damage.
REASSEMBLY AND ADJUSTMENT
To reassemble the governor, reverse the order of disassembly.
After reassembly, check the governor for smooth operation.
31
ENGINE SHUTOFF
ENGINES WITH MANUAL STOP (Standard)
A manual stop lever is located on the outboard side of the
engine block just below the fuel injection pump. The damper
spring is also mounted on this same lever assembly. A throt-
tle bracket is provided to attach a push-pull cable. This cable
is attached to the shutoff lever. When pulled fully in the stop
direction by the cable, a lever inside the cover assembly
moves the fuel rack of the injection pump to the fuel stop
position, stopping the engine. Once the engine stops, the
cable is pushed in to return the shutoff lever back into the
fuel/run position. A heavy return spring on the shutoff lever
assists in doing this. Periodically lubricate the lever and
push-pull cable to ensure free movement.

i I
,
MANUAL STOP
. THROTTLE LEVER
\
OPTIONAL KEY SWITCH SHUTOFF
(Models 388 and 428 only)
An optional key switch shutoff solenoid #037100 is offered
for the above two models only. This solenoid mounts in a
boss directly behind and slightly below the injection pump
mounting location, This solenoid, when energized by turning
the key-switch on, allows the injection pump fuel rack to
move to the fuel/run position allowing the engine to start to
run. When the key switch is turned off, the solenoid plunger
moves the fuel rack to the stop fuel position stopping the
engine.
Installing and Adjusting the Key Switch
Shutoff Solenoid
1. Remove the large plug or side oil filler assembly located
just behind the injection pump and slightly below it on
the engine block.
2. Visual access to the fuel injection pump fuel rack is
needed. To obtain this, remove the shutoff lever side
cover assembly.
3. Thread the locknut all the way onto the solenoid and
apply a small amount of Teflon sealant to the threads for-
ward of the nut.
4. Thread the solenoid into the boss on the engine block and
observe the solenoid plunger through the side cover
opening. Allow the plunger to contact the fuel rack and
move it fully into the shutoff position on the injection
pump. Do not thread the solenoid further into the boss so
that the plunger against the fuel rack is pushed into the
solenoid.
S. Back the solenoid out of the boss 1/4 to 1/2 tum and
secure the solenoid in position with the locknut.
6. Properly connect the three electrical leads from the sole-
noid. The black eye lead goes to block ground. The white
pull-in lead should be run to the heavy solenoid terminal
on the starter. Connect the red hold lead (splice into) the
"R" connection on the DC alternator.

, , I "
...........
(REMOVE) --
:, '\
Key-Stop Solenoid System Operation Checking
Procedure.
1. Wire the system making reference to the wiring diagram.
2. Viewing with the tie-rod cover off, confirm that when the
key switch is turned to the ON position before starting
the engine, the solenoid energizes and brings the fuel
injection pump fuel rack to the MS STOP plate position.
3. Tum the key switch to OFF and reinstall the tie-rod cover.
4. The shutoff sequence is as follows:
When the start button is depressed during the normal
starting procedure, the solenoid is energized by the pull-
in lead. Once the engine starts and the start button is
released, the solenoid remains energized by current to the
hold lead of the solenoid coming from the "R" terminal
connection on the alternator which receives voltage/cur-
rent once the engine starts and the oil pressure switch
closes from engine oil pressure.
A CAUTION: The pull-in lead draws about 8-10 amps
to energize the solenoid. The hold lead draws about one
amp to keep the solenoid energized. Should these leads
be connected incorrectly during installation the sole-
noid will be damaged from excess current draw during
engine operation.
NOTE: Should the solenoid fail and engine operation is
required, unscre,w the solenoid as far out of the boss as pos-
sible without removing it. Lock it in position with the locknut.
The engine will now start. To shut the engine off, use the
manual shutoff lever. Disconnect the two leads red and white
from their power source.
KEY STOP SOLENOID
32
ENGINE ADJUSTMENTS
TIGHTENING THE CYLINDER HEAD
Pull off the air breather pipe from the rocker cover and
remove the rocker cover. Before adjusting the valve clear-
ance, retighten the cylinder head bolts to their specified
torque in the sequence shown in the diagram. Make sure the
engine is cold when this is done. Before applying the speci-
fied torque to a bolt, loosen it 1/4 to 1/2 a turn and then apply
the torque (see TECHNICAL DA1'4.).

CD CD

FRONT
CD CD
CD

CD cb CD CD
CYLINDER HEAD BOLT TIGHTENING SEQUENCE
ADJUSTING VALVE CLEARANCE
ADJUSTING SCREW
LOCKNUT
CLEARANCE (COLD) 0.25 MM
ADJUSTING VALVE Cl.EAR4NCE
1. Adjust the valve clearances at mc (Top Dead Center)
for each cylinder when they are on their compression
stroke.' Remember the engine's firing order is 1-3:4-2.
The engine's valves must be adjusted in this order while
the valves are closed. You may find that turning the
engine's crankshaft is more easily accomplished when
the engine's glow plugs are removed before the crank-
shaft is rotated.
a. Rotate the engine in the normal direction of rotation
placing the No.1 Cylinder at the top of its compres-
sion stroke. The mc mark on the crankshaft pulley
should be in line with the pointer on the front of the
gear case cover, and the valves for the No.1 cylinder
should be closed. Now adjust the intake and exhaust
valves for cylinder No.1.
h. After adjusting the valves for cylinder No.1, rotate the
front crankshaft pulley clockwise 180
0
so the IDC
mark on the pulley is positioned approximately in the
position shown in the illustration for cylinder No.3.
Now adjust the intake and exhaust valves for cylinder
No.3.
c. Rotate the crankshaft pulley clockwise another 180
0
and adjust the valve clearances for the intake and
exhaust valves for cylinder No.4.
d. Rotate the crankshaft pulley clockwise another 180
0
and adjust the valve clearances for the intake and
exhaust valves for cylinder No.2.
Adjust each valve's clearance by inserting a 0.25 mm
(0.010") feeler gauge between the rocker arm and the valve
stem as shown.
ADJUSTING FUEL INJECTION TIMING
1. Position the number one piston at the beginning of its
compression stroke. Remove the high pressure injector
line from between the number one cylinder's injector and
the injection pump. Remove the number one delivery
valve holder. Remove the spring below it and reinstall the
holder. Attach the high pressure injector line to the holder
and have the other end pointing outboard of the engine.
Open the throttle and energize the fuel lift pump. Fuel
should flow out of this line. Have a container under it to
catch the fuel. Slowly turn the crankshaft in the normal
direction of rotation and watch the fuel flowing from the
injector line. The instant it stops is the beginning of the
injection point. Observe the timing mark on the front
crankshaft pulley and the timing pointer on the front gear
case. Refer to SERVICE STANDARDS for the injection
timing for the model being checked.
a3
ENGINE ADJUSTMENTS
INJECTION
TIMING MARKS
2. When the specified injection timing is not correct,
increase or decrease the shim material thickness under
the fuel injection pump. Injection timing varies 1 with
0.1 mm increase or decrease of shim thickness. The addi-
tion of shim thickness will retard the timing and reducing
shim thickness will advance the timing. Another method
of checking injection timing without removing the spring
from under the delivery valve holder is to disconnect the
high pressure injector line from the injector. With the
number one piston at the beginning of its compression
stroke, tum the crankshaft in the normal direction of rota-
tion and watch carefully the fuel in the end of the high
pressure line. The moment this fuel starts to swell and
come out of the line, this is the injection timing point. By
this method, the timing is about 1
0
later than the spill tim-
ing method previously discussed.
ADJUSTING NO-LOAD ENGINE SPEEDS
To adjust the engine speed on a generator, adjust the linkage
between the throttle arm and the fuel run solenoid.
Shortening the linkage increases the engine speed.
Lengthening the linkage reduces the engine speed.
NOTE: This adjustment is performed with the engine operat-
ing and at normal operations temperature, with no amperage
being taken from the generator. See the chart below:
GENERATOR MODElS NO-LOAD SPEED (rpm)
60 hertz models 1850-1880 (61.5 - 62.0 hertz)
50 hertz models 1550 -1580 (51.5 52.0 hertz)
NOTE: Any adjustment of the throttle on a generator is done
only with the linkage between the fuel solenoid and the throt-
tle lever.
Propulsion Models. This adjustment need only be performed
after an engine overhaul cir when the governor system or
injection pump overhaul/repairs have been performed. This
adjustment is performed after engine assembly during testing
at t ~ factory. See the chart below for no-load engine speed.
1. With the damper spring released (by loosening the
damper spring adjusting bolt), set the engine at "a" rpm
specified in the chart with the maximum speed set bolt.
lock the bolt at that position.
ENGINES "a" rpm
W-27, RD80, W27A, W-33, W-33A
3110 +0
-30
38B Four, 428 Four 3710 +0
-30
2. Tighten the damper spring adjusting bolt unti1 the engine
speed is set to (a) + 40 rpm, shown in the table below as
(b) rpm. Lock the adjusting bolt at that position with a
locknut. (Apply Locktight to the threads of the adjusting
bolt.)
ENGINES "b" rpm
W27, RD80, W-27A, W-33, W-33A 3150 +0
50
38B Four, 42B Four 3750 +0
-50
a. Seal the above-mentioned adjusting bolt with its brass
cap and crimp it on the bolt.
h. Seal the maximum speed set bolt with wire and sealing
material.
SOLENOID
(OPTIONAL)-
DAMPERSPRING ADJUSTMENT
APpF/OX.1O"
STOP
LEVER
STOP RANGE
SPEED CONTROL LEVER
DAMPER SPRING
ADJUSTMENT
c. Adjusting the Idling Speed. Idling speed for most
engines is oetween 800 and 1,000 rpm. Set the engine
to the idling speed with the idling set bolt and lock the
bolt at that position.
34
LUBRICATION SYSTEM SER\(ICE
DESCRIPTION
The lubrication system uses a trochoid gear pump and a full
flow oil filter. The oil pump is driven through the Oldham's
coupling at the rear end of the fuel injection pump camshaft.
Oil from the oil pump flows into the cartridge type oil filter
via the relief valve. After being filtered by this filter, oil is
delivered to various engine parts through oil galleries in the
engine block.
OIL PUMP
DIP STICK __ .. _" ..........
The cartridge type oil filter, in which the filter body is inte-
gral with the filter element, is easy to handle. Oil from the oil
pump is led into the filter element. When a pressure difference
between before and after the element exceeds 1 kglcm
2
due to
excessive clogging of the element, a bypass valve in the ele-
ment will open an oil passage bypassing the element. As a
result, oil flows to various engine parts without filtration.
Therefore it is important to replace the oil filter regularly. The
oil filter should be replaced after the initial 50 hours of opera-
tion and thereafter every 100 hours of operation.
The trochoid gear type oil pump is mounted on the back of
. the fuel injection pump on the right side of the cylinder block.
The oil pump houses a relief valve. If pump delivery oil pres-
sure exceeds 4 kglcm2, the relief valve will open to by-pass oil
into the oil pan, thus preventing further oil pressure rise.
OIL PUMP ASSEN\BL Y
OIL PRESSURE
SWITCH
DISASSEMBLY
....... GASKET
Oil Filter and Oil Pump
1. Remove the oil filter.
FILTER
2. Remove the pump cover assembly, housing and gasket.
INSPECTION
Oil Pump
1. Outer rotor to body clearance. Using a feeler gauge,
check the clearance between the outer rotor and body. If
excessive, .replace the rotor assembly.
OUTER ROTOR TO HOUSING CLEARANCE
2. Rotor clearance. Check the clearance between the outer
and inner rotors with a feeler gauge. If excessive, replace
the rotor assembly.
Check the Old pam 's coupling of the inner rotor shaft for
cracks, damage and wear.
FEELER GAU(lE
VALUE 0.15-0.2
REPLACE VALUE 0.15-0.3
OUTER ROTOR TO iNNER
ROTOR CLEARANCE .
35
LUBRICATION SYSTEM SERVICE
3. Rotor to cover clearance. With the outer rotor inserted in
the pump body, insert a straightedge and check the clear-
ance between the rotor and the straightedge with a feeler
gauge. If excessive, replace either the rotor or the body.
ROTOR TO COVER CLEARANCE
4. Pump body O-ring. Check the pump body O-ring for
cracks and damage.
S. Oil pressure switch/sender: Replace the oil pressure
switch and the oil pressure sender. On propulsion
engines, the oil pressure switch is norma]]y open. On
generators, this switch is normally open; it closes when
the oil pressure gets to 5-10 psi.
A CAUTION: Oil Pressure Switch - Do not use
lock pliers, vise grips or pipe wrenches on the oil
pressure switch. Use the correct socket which is
available from Snap-On, Proto, New Britain and oth-
ers. Damage to the switch will cause oil leaks
and/or switch failure.
REASSEMBLY
1. Install the oil filter and tighten fully by hand. (Tightening
torque: 1.1 to 1.3 kg-m.) Before installation, check for
proper fitting of the O-ring in the groove and coat the 0-
ring with a small quantity of oil.
2. Install the gasket. Then install the oil pump housing, 0-
ring, rotor assembly and cover assembly in that order.
Apply oil to the rotating parts.
3. With sealant applied to the threaded portion, screw in the
oil pressure switch taking care not to close the oil hole
with sealant.
4. Apply liquid teflon sealant to the threaded portion of the
oil pressure sender. Take care not to close off the oil hole
into the sender. Thread the sender into its fitting on the
oil pump's housing.
TESTING THE OIL PRESSURE
1. Start and warm up the engine.
2. Check for oilleaks at the filter and pump assembly.
3. Remove the oil pressure sender and connect a mechanical
oil pressure gauge to the hole.
4. Set the engine speed at 3000 rpm and measure the oil
pressure. It should be fairly constant at 3.5 kg/cm2
(50 Ib/in2).
NOTE: Insure that oil meets specification standards: Class
CF or CG-4 or better/SAE 30 wt.
OIL PRESSURE SWITCH
1. Later propulsion engines and all generators have a two-
prong oil pressure/water temperature switch. When the
oil pressure drops to 5-10 psi, this switch interrupts the
circuit for the fuel run solenoid by opening, shutting
down the engine/generator.
On early propulsion engines, this switch activates an
alarm that emits a pulsating signal when the oil pressure
drops too low (5-10 psi).
NOTE: This alarm will also emit a pulsating signal when
the engine starts up, as the oil has not yet reached its
normal pressure (a good check o/the alarm).
NOTE: If this alarm emits a continuous signal (propulsion
engines only), it indicates an engine overheat, with the
operating temperature reaching 1 ~
OIL PRESSURE ....
+
+
t-
OIL
PRESSURE
t-
OIL
PRESSURE
'ARLY PROPULSION "1
ENGINE MODELS %
P
LATER PROPULSION
~
ENGINE MODELS
,ALL GENERATOR
J
MODElS
. OIL PRESSURE SWITCHES
36
FUEL SYSTEM
DESCRIPTION
An electrom.agnetic fuel lift pump draws fuel from the diesel .
supply through an (owner supplied) fuel/water separator to
. the engine's primary fuel filter and on to the fuel injection
pump. The pressurized fuel is then injected into the combus-
tion chamber through the injection pipes and nozzles. Excess
fuel is returned to the fuel supply through the fuel return
pipes that connect to the top of each nozzle holder.
NOTE: Fuel supplied to the fuel lift pump must be filtered to
75-200 microns by the (owner supplied) fuel/water separator.
FUEL SYSTEM
ALL WESTERBEKE ENG'lNEiGENERATOR
INSTALLATIONS REQUIRE AN OWNERINSTALLED
FUEL/WATER. (7.5:-200 MICRONS)
FROM FUEL

FUEL/WATER
. SEPARATOR
Fuel Pump. Two types of fuel lift pumps are shown in the
illustration; both operate on the same electromagnetic princi-
pal. Earlier model engines use a lift pump with a replaceable
fuel element. This element should be changed at regular
maintenance intervals (at 250 hours). Later model engines
use a smaller lift pump that does not require maintenance.
Electrical connections should be kept clean and tight with
either pump.
The primary fuel filter encloses a highly effective paper ele-
ment. This filter assembly is located on the engine between
the fuel pump and the injection pump. The paper element
should be changed at regular maintenance intervals.
The builtin four-cylinder fuel injection pump is mounted
on the right side of the cylinder block. It consists of the pump
elements (plunger assemblies), delivery valves, tappets and
smoke set unit. As the pump camshaft rotates, the plungers
are moved up and down through a fixed stroke, thus deliver-
ing pressurized fuel to engine cylinders.
Fuel injection control. Fuel injection rate is dependent on
the relative positions of the plunger lead and barrel. The
plunger is rotated by the control pinion which is mounted on
the plunger barrel. This pinion meshes with the plunger's
lower collar which transmits the rotation of the pinion
directly to the plunger. As the engine runs, the injection
pump camshaft rotates to move the control rack through the
centrifugal type governor weight, governor sleeve and lever,
The control rack slides to tum this pinion. Rightward move-
ment (STOP mark side) of the control rack decreases the
fuel injection rate; as the rack moves to the left, the fuel
increases.
AIR
VENT
SCREW ..... __
FUEL
INJECTION
PUMP
SMOKE SET
STOPPER
CONTROL RACK
RETURN SPRING
Smoke set unit. The smoke set unit restricts the maximum
fuel injection rate of the injection pump. The stopper is held
by a spring in the position shown in the illustration. This
position is the smoke set position. When starting the engine
(propulsion models), pull the throttle control lever fully
toward the maximum speed position, and the tie-rod (with
stopper spring) will move the control rack in the arrowed
direction against the spring force, thus causing over-injection
for easy engine start. For the injection pump with the
Angleich mechanism, over-injection requires releasing that
mechanism.
SMOKE SET
POSITION
OVER-INJECTION
37
FUEL SYSTEM
Angleich Mechanism. The Angleich Mechanism restricts the
movement of the smoke set plate in the narrower range
(Angleich effect "L") to save fuel consumption and decrease
emission of exhaust smoke.
ANGLEICH MECHANISM
o
ANGLEICH EFFECT "L"
Releasing the Angleich Mechanism. It is necessary when
starting the engine to set the injection pump in the over-injec-
tion (MS) condition by moving the throttle control lever fully
to the position. This requires the Angleich set
plate to be released from its set position. Usually the
Angleich set plate is released by pulling the throttle lever
until it is caught by its stopper when stopping the engine.
After starting the engine, the Angleich set plate is returned
automatically to the applied position during warm-up running
of the engine.
..
The intercylinder injection control. Fuel injection control
among the cylinders is performed by the adjusting plates
which have their own cam mechanisms. These adjusting
plates are located on the opposite side of the control rack.
Necessary turning of the plunger barrels required for inter-
cylinder injection control is attained by turning the respective
adjusting plates. This adjustment is performed on a fuel shop
flow bench only.
ADJUSTING
PLATES
ADJUSTING PLATE
o
PLUNGER BARREL
Delivery valve operation. The delivery valve's function is to
deliver fuel to the injection pipes after the fuel pressure has
been increased sufficiently, and to prevent "after-drip" from
the nozzles. When the fuel pressure above a plunger has
deceased after injection, its delivery valve piston closes the
delivery valve seat. At this time the compressed fuel remain-
ing in the injection pipe drips from the nozzle. To prevent
this "after-drip", the delivery valve piston makes a stroke to
draw back the fuel before the delivery valve reaches the seat,
thus reducing the fuel pressure in the injection pipe to nearly
zero.
DURING
INJECTION
AFTER
INJECTION
Nozzle and nozzle holder. Fuel from the fuel injection pump
flows through the passage in the body of each nozzle holder
and is injected from the nozzle into the combustion chamber.
Fuel overflowing from the nozzle enters the nozzle holder
and returns to the fuel tank through the banjo and attached
return fuel line.
38
FUEL SYSTEM SERVICE
DISASSEMBLY
Fuel Filter
Remove the retaining nut, O-ring and filter element.
Fuel Lift Pump
The fuel lift pump requires little or no maintenance. For early
model fuel lift pumps, disassemble and change the filter.
Later model fuel lift pumps require no disassembly. Fuel to
the pump must be filtered to 75-200 microns. Electrical con-
nections must be clean and tight. Fuel connections at the
pump must be tight and without leaks.
FUEL LIFT PUMP
(LATER MODEL)
Fuel Injection Pump
1. Remove the fuel injection pipes.
FROM ENGINE
PRIMARY FUEL FILTER
j
2. Before removing the pump, be sure to remove the pump
side cover and disconnect the tie-rod and spring from the
rack. Then remove the bolts fastening the injection pump
and remove the pump assembly.
3. Record the thickness and number of pump adjusting
shims to facilitate adjustment at the time of assembly.
4. When partly disassembling the fuel injection pump, use
the following procedure.
A CAUTION: 00 not attempt to disassemble the
fuel injection pump unless itis necessary. Since the
adjustment of an injection pump requires a pump
tester and technical disassembly, reassembly and
adjustment of a pump should not be performed if
such a tester and technician aren't available. Before
disassembly, close the fuel inlet and outlet and
clean the pump's outside surfaces. Keep disassem-
bled parts immersed in clean kerosene and keep all
parts neatly arranged in order to avoid confusion.
a. Remove the delivery valve holder.
h. Take out the valve spring, valve and O-ring.
c. Take out the gasket and valve seat.
d. Unbend the lock plate of the tappet guide pin. Push the
tappet slightly in and pull out the guide pin using a
pincette. Then remove the tappet.
e. Remove the spring and upper seat.
f. Remove the pinion.
g. Pull out the plunger barrel upward from the pump
housing. Keep the removed plunger barrels and
plungers in a set for each cylinder. (Do not mix
plungers arid barrels of other cylinders.)
h. Pull off the split pin. Remove the washer, return spring
and smoke set stopper. Draw out the control rack.
Remove the AngJeich set spring and plate, if equipped,
before taking out the control rack.
A CAUTION: 00 not disassemble the inter-cylin"
der injection control adjusting plate. When this plate
has been disassembled, it will become necessary to
adjust the inter-cylinder injection by a tester. When
this plate requires removal, remember to draw a
mating mark across the pump body and the plate.
GASKET i::t)
VALVE SEAT--e
DELIVERY
ANGLEICH
,SET SPRING

BARREL 8"
0;
VALVE HottiER
O-RING jj)

/1/ _ADJUSTING PLATE
"/ t-SPRfNG
DELIVERY VALVE
@--PINIDN
SEAT
RACK
PLUNGER SPRING
FUEL INJECTION PUMP
39
FUEL SYSTEM SERVICE
Injector
1. Disconnect the return pipe from the nozzle holder upper
nipple.
2. Disconnect the fuel injection pipe from the nozzle holder.
3. Loosen the nozzle holder attaching bolts and remove the
holder assembly.
4. When disassembling the nozzle holder into parts, use the
following procedure:
8. Holding the nozzle holder body in a vice, remove the
retaining nut with a spanner wrench. When holding in
the vice, be sure to use an aluminum or copper plate
adapter.
h. Remove the shim, pressure spring, flange, pressure
pin and distance piece.
c. Remove the nozzle from the retaining nut. If the noz-
zle is hard to remove, apply light taps to it with a
wooden block. Be careful not to damage the nozzle
needle valve.
NOZZLE HOLDER
INSPECTION
Fuel Filter
'r--SANJOBOlT'
~
! I , ; ; , . ~ , _, BOOY
t1r,(,)
NOZZLE ,
. RETAINING NUT
Check the filter element for contamination. The regular ele-
ment replacement interval is 250 hours. Replace the element
more frequently if necessary.
Fuel Lift Pump
The fuel pump operates during the start sequence when PRE-
HEAT is depressed. Simulate a start and depress PREHEAT.
The pump should produce a clicking sound indicating the
pumping piston in the pump is pumping. If no clicking is
heard, check that there is 12V DC at the pump connection
and that the pump is properly grounded.
1. Checking the pump delivery. Test the pump by connect-
ing a battery and fuel line, as illustrated. Fuel delivery
must be 225 cc (.5 pints) or more every 15 seconds.
TESTING THE FUEL LIFT PUMP
Fuel Injection Pump
1. Delivery valve seat. Check the contact surface of the
delivery valve seat. Replace if defective.
2. Plunger barrel. Check the plunger for seizure, damage
and rust. Also check to see if the plunger slides smoofhly
when inserted into the barrel. If defective, do not repair
it, but be sure to replace as a set with a new one.
3. Control rack and pinion. If the rack and pinion have any
worn or damaged teeth, replace.
4. Tappet. Check the tappet O.D., roller and shaft for wear
and damage. If defective, replace.
Nozzle
1. Check the nozzle for incorrect contact and damage.
Replace the nozzle as an assembly if defective.
2. Check the pressure spring for damage.
NOTE: Also check the Angleich set plates and set springs
for wear and damage .
REASSEMBLY
Fuel Filter
Install the filter element and filter cup O-rings in position.
Tighten the retaining nut securely.
Fuel Lift Pump
To reassemble, set the plunger, plunger spring, valve, O-ring
and washer in position in that order, and as a final step, fit the
retainer to prevent the above-mentioned parts from popping
out of position, (see illustration).
Put the filter in position and fit the magnet and gasket in the
cover. Using a 17 mm spanner, fasten up to the stopper por-
tion in such a way as to prevent air leakage.
Injection Pump
1. Insert the plunger barrel with its slots in alignment with
the dowel pins projecting in the pump housing.
2. Install the O-ring in the delivery valve holder.
40
FUEL SYSTEM SERVICE
3. Install the spring seat gasket and the valve assembly in
the holder. Tighten the delivery holder to the pump hous-
ing. Make certain that the O-ring has been properly
installed.
ANGLEICH
SET PLATE
ANGLEICH
SET SPRING
GASKET <:::!:')
VALVESEAT-(5

BARREL 8'
DELIVERY

VALVE HOLDER
ORING .Ii)

/1..... ADJUSTING PLATE
:/ I-SPRING
DELIVERY VALVE

@)- UPPER SEAT
RACK
PLUNGER SPRING
FUEL INJECTION PUMP
4. Install the control rack.
5. Install the pinions with their deep-root teeth aligned with
the respective marks on the rack.
OEEP ROOTS
ASSEMBLING RACK AND PINION
...... . . -
6. Install the spring upper seat and spring.
7. Put the plunger and the spring lower seat together. Install
the assembly so that, in the same alignment position as
mentioned in step 5, the plunger front-end lead (slant
groove) is positioned on the opposite side of the control
rack. On former engines, insert the mark "L" area of the
plunger collar into the control rack side.
8. Insert the tappet, taking care not to drop the shim. Align
the tappet guide hole with the dowel pin hole of the hous-
ing and insert the tappet guide pin. Install the lock plate
before inserting the tappet guide pin and bend the lock
plate after inserting the pin.

TAPPET
9. Install the smoke set stopper, return spring and washer.
Then insert the split pin, and split it.
10. Install the Angleich set plate and spring, when equipped.
n. Torque the delivery holder to specification (4-5 kg-m).
Installation and Adjusbnent of Fuel Injection Pump
1. When installing the pump assembly, select and install the
adjusting shim. After installing the pump, fit the tie-rod
from the governor lever to the control rack, then install the
tie-rod spring to the control rack. Make sure that the end of
the tie-rod spring positioned at the governor lever side has
the shorter straight wire of the two ends of the spring. For
proper selection of shim thickness, temporarily install a
shim set having the same thickness as before removal, and
when adjusting fuel injection timing, replace the current
shim set with one formed by a proper combination of four
kinds of shims. - 0.2, 0.3, 0.4 and 0.8 mm, in thickness.
NOTE: Maintaining the same shim thickness for the injec-
tion pump will place the pwnp in the same timing with the
engine as when previously removed.
INSTALLING INJECTION PUMP
41
FUEL SYSTEM SERVICE
2. Install the tie-rod cover. In the case of a damper spring-
loaded cover, install the cover with the tie-rod pressed
toward the High Speed side by the speed control lever (see
illustration).
TIEROD SPRING
GASKET
LOCKNUT
ADJUSTING BOLT
tf:bAlING CAP
TIEROD COVER
TIEROD COVER
3. Connect the fuel supply hose. Preheat to bleed air from the
system.
4. Check damper spring adjustment and fuel injection timing.
For these adjustment procedures, refer to ENGINE
ADJUSTMENTS.
Injector
A CAUTION: Thoroughly clean all parts with
kerosene. 00 not wipe them with rags.
When tightening the retaining nut on the nozzle holder
body, be sure to tighten it to the specified torque.
Insufficient torquing will cause poor compression.
Excessive torquing will prevent the nozzle needle from
moving freely.
1. Install the nozzle assembly, distance piece, and pressure
pin in the retaining nut.
2. Install the shim, spring and flange to the body. Install the
retaining nut on the body and tighten to the specified
torque.
A CAUTION: When using a vice to tighten the
nut, be sure to hold the body side. If the retaining
nut was held, a defonned nozzle would result.
Adjustment and Installation of Nozzle
Holder Assembly
1. Injection Start Pressure Test. Using a nozzle tester, mea-
sure the injection start pressure. If the pressure is differ-
ent from the standard value, adjust to the specified
pressure by increasing or decreasing the thickness of the
adjusting shim. Increasing or decreasing shim thickness
by 0.1 mm will vary the pressure by approximately 10
kg/cm:!, When replacing the shim, grip the retaining nut
in a vise and remove the body with a wrench. TIghten the
retaining nut to the specified torque.
INJECTION
PRESSURE TEST
! SHIM-THICKNESS

'"
'-',""-
I
0.1 mm
0.2mm
O.3mm
O.5mm
2. Chattering Test. For the chattering test, operate the tester
lever slowly. If the nozzle sprays sharply and intermit-
tently, the nozzle is considered good. The nozzle should
spray fuel straight in its axial direction. A nozzle is defec-
tive if it sprays fuel in a wrong direction or in several
separate strips. Also a spray in the form of particles indi-
cates a defect. These defects may sometimes be caused
by clogging with dust, therefore all parts should be care-
fully cleaned before assembly.
GOOD BAD BAD
42
FUEL SYSTEM SERVICE
3. After-drip test. An injection nozzle is considered defec-
tive if it drips fuel accumulated on the bottom of the noz-
zle after fuel injection is stopped during the chattering
test. Replace such a nozzle. A very small amount of fuel
may sometimes remain on the top of the nozzle. This is
due to chattering and is not detrimental.
AFTER DRIP TEST
DJ 10
~
~
'.
,.
GOOD BAD BAD
4. Injection Condition Test. Operate the tester lever quickly
(at a rate of 800 strokes per minute). The nozzle should
inject a fine atomozed mist of fuel straight in its axial
direction. A spray in the form of particles is cause for
rejection.
5. Install the Nozzle Holder Assembly. Install the tested
nozzle holder assembly in the cylinder head. Tighten
bolts to the specified torque. Be sure to install the assem-
bly together with new sealing washers.
A CAUTION: When installing the nozzle holder
assembly in the cylinder head, fit the holder loosely
with two bolts temporarily tightened. After fitting
the injection pipe, retighten the bolts evenly to the
specified torque.
43
RAW WATER COOLING CIRCUIT
DESCRIPTION
The raw water cooling circuit is driven by a positive dis-
placement impeller pump. This pump draws in water directly
from an ocean, lake, or river, through the seacock, then to a
raw water strainer. The raw water is drawn through the
strainer to the self-priming pump and to the heat exchanger
where it cools the engine's circulating fresh water coolant.
The raw water is then discharged into the water injected
exhaust elbow mixing with and cooling the exhaust gases.
This mixture of exhaust gas and raw water is driven through
the exhaust system and overboard.
Transmission oil cooler. In some installations the raw water
is also used to cool the engine's transmission by passing
through a transmission oil cooler. Similar to a heat
exchanger, the transmission fluid is cooled by the raw water
and then passes into the exhaust elbow. The oil cooler should
be cleaned and pressure tested at about the same interval as
the heat exchanger, every 1000 hours.
TRANSMISSION OIL COOLERS
The heat exchanger functions as part of the fresh water sys-
tem and the raw water system. The heat exchanger is a cop-
per tube which encloses a number of small copper tubes.
Raw water is pumped through the small copper tubes and
fresh water coolant from the engine is circulated around the
copper tubes. The raw water removes heat from the fresh
water coolant. A zinc anode is located in the raw water por-
tion of the exchanger to help control the effects of electroly-
sis. This area of the exchanger should be periodically
inspected and cleaned. To keep the exchanger operating effi-
ciently, it should be removed from the engine every 1000
hours to be thoroughly cleaned and pressure tested.
PETCOCK
CLEAN OUT DEBRIS
HEAT EXCHANGER
NEW REPLACE REPLACE CLEAN
ZINC ANODES
AND REUSE
The raw water pump is a self-priming pump with a non-fer-
rous housing and a Neoprene impeller. The impeller has flex-
ible vanes which wipe against a curved cam plate within the
impeller housing, producing the pumping action. The raw
water pump impeller should be checked every 500 operating
hours for wear. Should the pump fail, it can be disassembled
and overhauled. Check for internal wear within the pump
such as the cover plate, cam and impeller housing. Replace
components that show excess wear.
44 .
RAW WATER PUMP SERVICE
RAW WATER PUMP - PN 33636
PUMP OVERHAUL
Disassembly
The pump, as removed from the engine, will have hose
attachment nipples threaded into its inlet and outlet ports.
They may be left in place or removed if they interfere with
the pump disassembly. Note the port location and positioning
if removed.
1. Remove the six cover plate screws, cover plate, and the
cover plate gasket.
NOTE: Replacement of the cover plate gasket is recom-
mended; however, if you are going to reuse it, keep the
gasket submerged in water until the pump is reassembled.
If it's allowed to dry, the gasket will shrink and not be
reusable.
2. Remove the impeller with its drive screw from the pump
housing.
3. Remove the screw and sealing washer and remove the
cam from the pump housing.
4. Remove the retaining ring.
5. Support the pump housing, at the mounting flange end,
on an arbor press, and with a drift, press out the shaft and
bearings from the pump housing.
6. With the pump housing supported, push the seals out of
the pump housing. Push the impeller side seal out the
impeller side, then lift the spacer out. Then push the
bearing side seal out the bearing side.
7. Supporting the bearing's inner race, push the shaft out of
the bearings.
Inspection
Inspect all parts and replace those showing wear or corro-
sion.
Reassembly
1. Install the seals and spacer in the pump housing. Push the
impeller side seal into the housing. Rotate the pump and
install the spacer against the seal face. Push the bearing
side seal into the housing from the bearing side.
NOTE: The seals' flat surfaces that have printing and
numbers face toward each other.
COVER
2. Install the shaft into the bearings. Support the bearings at
their center races. Push the shaft into the bearings, push-
ing at the impeller drive slot end using the base of the
drive slot. Push the shaft through both of the bearings,
flush against each other so the flat-sided end of the shaft
extends beyond the second bearing center race 15 mm
(19/32 in.) .5 mm (1/32 in.).
3. Support the pump housing at the impeller side.
Apply a small amount of petroleum jelly to the seal's
inner lips and to the impeller shaft. Carefully install the
shaft, rotating it through the seals until the bearings
contact the housing from the bearing end. Use a pushing
tool that will push this shaft and the bearing assembly
into the pump housing by applying pressure against the
outer bearing race. Push the assembly into the housing
until the bearings seat fully in the housing. Install the
retaining ring.
4. Position the cam in the housing and secure it in place
with the screw and sealing washer.
NOTE: Use a small amount of Permatex #1 on the inner
cam surface and screw threads. Remove any excess from
the impeller housing.
5. Apply a light film of silicone or petroleum jelly to the
inner surface of the housing for the impeller.
NOTE: Coat only the surface, do not over-apply. Install
the impeller with the drive screw. Push the assembly into
the housing with the drive screw mating in the slot of the
drive shaft.
6. Install the cover gasket and cover, and secure them with
the six cover screws.
7. Reposition and tighten the hose nipples. Assemble the
pump to the engine, and attach the hoses.
PUMP HOUSING
45
RAW WATER PUMP SERVICE
RAW WATER PUMP - PN 24143
Pump #24143 has been replaced by pump #33636. Complete
#24143 pumps are no longer assembled but their component
parts are still available.
PUMP OVERHAUL
Disassembly
Remove the pump from the engine. The pump body is a
bronze cast unit. Its inlet and outlet hose connections are part
of the pump housing casting.
1. Remove the six cover plate screws along with the cover
plate and gasket.
2. Using an appropriate drift, push the impeller drive shaft
and impeller out of the pump housing.
3. Using circlip pliers, remove the outer circlip from the
impeller drive shaft, then remove the impeller from the
shaft.
4. Remove the key from the shaft, and the inner circlip.
5. Remove the screw holding the cam in the pump housing,
and remove the cam.
6. Using an appropriate puller, withdraw the outer and inner
shaft seals along with the slinger ring from the pump
body.
7. Support the pump on a press and with a lubricated drift,
push the carbon shaft bushing out of the pump housing.
Note the position of the shaft bushing in the housing
prior to removal.
Inspection
Examine all components and replace worn or damaged parts.
If the pump housing is worn internally and requires replace-
ment, we recommend that the pump assembly be replaced
with the current production pump. It is available in a replace-
ment kit, Part #037431.
Reassembly
1. The carbon shaft bushing is a slight force fit into the
pump housing. To aide in the installation of the replace
SEAL
SLINGER
RING
ment bushing, chill the bushing in a freezer for 1 hour to
reduce it's size. Prepare the pump housing on a press to
accept the bushing.
2. Apply some light oil to the housing boss that the bushing
will be pressed into. Using an appropriate drift, push the
bushing into the housing so that it is flush with the
impeller housing's inner surface.
3. Using an appropriate installer, install the impeller shaft
seal. Ensure that the seal seats properly in the housing
and that the lip seal is positioned correctly.
4. Place the slinger ring in the housing against the impeller
seal.
5. Install the impeller shaft oil seal into the housing so it is
flush with the housing surface. Again ensure that the lip
seal is positioned correctly.
6. Install the inner circlip on the impeller drive shaft, and
install the impeller key in the shaft.
7. Apply some light oil to the shaft, and with a rotating
action, slide it into the shaft bushing from the impeller
side and rotate it through the impeller seal. Locate the
slinger ring and rotate the shaft through it. Continue
rotating the shaft and slide it through the housing oil seal.
8. Install a new cam. Apply some sealant to the cam retain-
ing screw and thread it into the cam through the housing
and tighten it securely.
9. Apply a small amount of petroleum jelly on the housing's
inner circumference, then install the impeller onto the
shaft and into the housing. Install the outer circlip on the
shaft.
NOTE: The set of the impeller blades is of no concern.
Once the pump is installed on the engine and the engine
rotated, the bLades will take the correct position.
10. Install the housing cover and gasket. Tighten the cover
screws securely.
IMPELLER
CAM
SCREW
RAW WATER PUMP
PN 24143
COVER
46
FRESH WATER COOLING CIRCUIT
DESCRIPTION
The fresh water cooling circuit consists of a circulatory belt-
driven water pump, a thermostat and thermostat housing,
. heat engine manifold, and all associated hoses.
. IMPELLER
BRACKET
FRESH WATER PUMP
The water pump is a centrifugal impeller type and is
mounted on the front upper part of the cylinder block. The
pump shaft is supported on maintenance-free (grease-filled)
double-row radial ball bearings.
COOLANT
TEMPERATURE

TYPICAL
THERMOSTAT
ASSEMBLY
Thermostat. A thermostat housing is located on the cylinder
head water outlet. Enclosed is a wax pellet-type thermostat.
The valve opening temperature is not affected by variations
_ of pressure in the cooling water passages.
The water temperature switch and the water temperature
sender are both mounted in the thermostat housing. The
water temperature switch, normally open in a propUlsion
engine, when activated, will close and sound an alarm. The
water temperature switch, normally closed in a generator
drive engine, when activated, will open and interrupt DC
Voltage to the fuel run solenoid and shut the drive engine
down. the water temperature sender is a variable resistor
affected by heat. Voltage from the water temperature gauge is
grounded through the sender to the block. Depending on the
resistance through the sender effected by coolant heat, the
gauge will indicate a temperature reading.
Change of Coolant. Over a long period of engine operation,
scale will be deposited and rust formation will occur in the
water jacket and heat exchanger, causing progressive deterio-
ration in cooling system efficiency. For this reason, flush the
cooling system every 500 hours of engine operation.
Antirust and Antifreeze. To protect the cooling system
against corrosion and freezing, always use a known brand of
antifreeze compatible with aluminum cooling system compo-
nents. The use of an antifreeze mixture of 50/50 is recom-
mended for year-round use. Use antifreeze that is compatible
with aluminum components, and never mix different brands
of antifreeze. Do not use plain water; this can be detrimental
to the cooling system components.
NOTE: Look for the new environmentally-friendly long lasting
antifreeze that is now available.
Antifreeze mixtures will protect against an unexpected freeze
and they are beneficial to the engine's cooling system. They
retard rust and add to the life of the circulating pump seal.
ANTIFREEZE PROTECTION
Antifreeze concentration 23% 35% 50% 60%
Freezing temperature
14F -4F -40F
(-10C) (-20C) (-40C)
COOLANT RECOVERY TANK
47
FRESH WATER COOLING SERVICE
DISASSEMBLY
1. Drain the cooling water. A drain plug for draining the
engine block is located on the side of the engine block
just right of the lube oil fi1ter. A drain plug for draining
the heat exchanger is located on the heat exchanger.
2. Disconnect the water hose from the pump.
NOTE: Generator models are equipped with belt guards
that will need to be removed.
3. Remove the pump drive belt.
4. Disconnect the bypass hose when equipped.
5. Remove the water pump assembly.
6. If necessary, remove the water pump adapter when
equipped.
7. On an engine with a thermostat, remove the water outlet
fitting bolts in the front of the cylinder head and remove
the thermostat.
INSPECTION
Water Pump
WATER PUMP ASSEMBLY
1. Check every part for cracks, damage and water leaks.
NOTE: No rebuilding kits are available for the fresh water
circulation pump.
2. Check the impeller and shaft for rotating condition. If
they make noise or rotate irregularly, replace as an
assembly.
Thermostat
Visually check the thermostat for damage. Then put it in
water and raise the water temperature to test its valve open-
ing temperature. Replace if defective.
A CAUTION: The wax pellet-type thermostat remains
closed if its heat-sensing part is defect(ve. Leaving this
uncorrected would cause the engine to overheat.
REASSEMBLY
To reassemble the cooling system, reverse the order of disas-
sembly. When adjusting the drive belt tension, use the fol-
lowing procedure.
Drive Belt Adjusbnent
A WARNING: Never attempt to adjust the drive belt
tension while the engine is operating.
A CAUTION: Excessive water pump drive belt
tension can cause rapid wear of the belt and reduce
the service life of the fresh water pump's bearings.
Excessive slack or the presence of oil on the belt
can cause belt slipping, resulting in high operating
temperatures.
Adjust the alternator position so that the belt may deflect 3/8"
to 1/2" deep when depressed at the middle point between the
alternator and crankshaft pulleys. After adjustment, securely
tighten the support bolt and brace bolt. If any clearance is
found between the gear case and alternator fitting part, insert
a suitable shim inside the support on the back of the alterna-
tor before tightening the bolts. Reinstall belt.
BELT TENSION
48
ADMIRAL CONTROL PANEL
DESCRIPTION
This manually-operated control panel is equipped with a
KEY switch and RPM gauge with an ELAPSED TIME
meter which measures the engine's running time in hours and
in 1/10 hours. The panel also includes a WATER TEMPER-
ATURE gauge which indicates water temperature in degrees
Fahrenheit, an OIL PRESSURE gauge which measures the
engine's oil pressure in pounds per square inch, and a DC
control circuit VOLTAGE gauge which measures the sys-
tern's voltage. All gauges are illuminated when the key
switch is turned on and remain illuminated while the engine
is in operation. The panel also contains two rubber-booted
pushbuttons, one for PREHEAT and one for START.
RPM GAUGE: REGIS-
TERS REVOLUTIONS
PER ,MINUTE OF THE
ENGINE AND CAN BE
RECALIBRATED FOR
ACCURACY FROM
THE REAR OF THE
PANEL
HOUR METER: REGIS-
TERS ELAPSED TIME.
AND SHOULD BE USED
AS A GUIDE FOR THE
MAINTENANCE
SCHEDULE.
WATER TEMPERATURE GAUGE: THIS GAUGE IS
GRADUATED IN DEGREES FAHRENHEIT AND IS
ILLUMINATED WHILE THE KEY SWITCH IS
TURNED ON. THE ENGINE'S NORMAL OPERATING
TEMPERATURE IS 170-190 F
PREHEAT BUTTON: WHEN PRESSED. ENERGIZES
THE ALTERNATOR'S EXCITER, THE FUEL LIFT
PUMP. THE FUEL SOLENOID ON THE INJECTION
PUMP. AND THE ENGINE'S GLOW PLUGS. IT BY-
PASSES THE ENGINE'S PROTECTIVE OIL PRES-
SURE ALARM SWITCH. IN ADDITION. THIS
SunON ENERGIZES THE START BUTTON.
START BUTTON: WHEN PRESSED. ENERGIZES
THE STARTER'S SOLENOID WHICH CRANKS THE
ENGINE. THIS BUTTON WILL NOT OPERATE
ELECTRICALLY UNLESS THE PREHEAT SunON
IS PRESSED AND HELD AT THE SAME TIME. .
When the engine is shut down with the key switch turned oJ!,
the water temperature gauge will continue to register the last
temperature reading indicated by the gauge before electrical
power was turned off. The oil pressure gauge will faJl to zero
when the key switch is turned off. The temperature gauge
will once again register the engine's true temperature when
electrical power is restored to the gauge.
A separate alarm buzzer with harness is supplied with every
Admiral Panel. The installer is responsible for electrically
connecting the buzzer to the four-pin connection on the
engine's electrical harness. The installer is also responsible
for installing the buzzer in a location where it will be dry and
where it will be audible to the operator should it sound while
the engine is running. The buzzer will sound when the igni-
tion key is turned on and should silence when the engine has
started and the engine's oil pressure rises above 15 psi.
I'
Oil PRESSURE GAUGE; THIS GAUGE IS GRADU-
ATED IN POUNDS PER SQUARE INCH (PSI) AND IS
ILLUMINATeD WHILE THE KEY SWITCH IS
TURNED ON. THE ENGINE'S NORMAL OPERATlNG
OIL PRESSURE RANGES BETWEEN 30-60 PSI.
KEY SWITCH: PROVIDES
POWER ONLY TO THE
INSTRUMENT PANEL
CLUSTER.,
DC VOLTMETER;
INDICATES THE AMOUNT
THE SATTERY IS BEING
CHARGED. SHOULD
SHOW 13V TO 14V.
AUTOMATIC ALARM SYSTEM
/' HIGH WATER TEMPERATURE AlARM: AN ALARM BUZZER HAS
BEEN SUPPLIED WITH THE INSTRUMENT PANEL. IF THE ENGINE'S
FRESH WATER COOLANT REACHES 210" F (98C), THIS SWITCH
WILL CLOSE SOUNDING THE ALARM WHICH WILL EMIT A CON
TINUOUS SIGNAL.
lOW Dll PRESSURE AlARM: A LOW OIL PRESSURE ALARM
SWITCH IS LOCATED OFF THE ENGINE'S OIL GALLERY. THIS
SWITCH MONITORS THE ENGINE'S OIL PRESSURE. SHOULD THE
ENGINE'S OIL PRESSURE FALL TO 5 -10 PSI. THE SWITCH WILL
CLOSE SOUNOING THE ALARM. IN THIS EVENT. THE ALARM WILL
EMIT A PULSATING SIGNAL.
49
CAPTAIN CONTROL PANEL
DESCRIPTION'
This manual1y-operated control panel is equipped with a
KEY switch, an RPM gauge, PREHEAT and START but-
tons, an INSTRUMENT TEST button and three indicator
lamps, one for ALTERNATOR DISCHARGE, one for low
OIL PRESSURE, and one for high ENGINE COOLANT
TEMPERATURE. It also includes an alann buzzer for low
RPM GAUGE: REGISTERS REVOLUTIONS PER
MINUTE OF THE ENGINE AND CAN BE RECALI-
BRATED FOR ACCURACY FROM THE REAR OF
THE PANEL
Oil PRESSURE
AlARMU6HT
WATER TEMPERATURE
AlARM UGHT
START BUTTON: WHEN PRESSED, ENERGIZES
THE STARTER'S SOLENOID WHICH CRANKS THE
ENGINE. IT WILL NOT OPERATE ELECTRICALLY
UNLESS THE PREHEAT BUTTON IS PRESSED AND
HELD AT THE SAME TIME.
OIL PRESSURE or high WATER TEMPERATURE. The
RPM gauge is illuminated when the KEY switch is turned on
and remains i1Iuminated while the engine is in operation.
ALARM: THE ALARM WILL SOUND IF THE ENGINE'S OIL PRESSURE
FAUS BELOW 15 PSI. IN THIS EVENT, THE ALARM WILL EMIT A
PULSA TING SIGNAL. THE ALARM WILL ALSO SOUND IF THE WATER
TEMPERATURE IN THE FRESHWATER COOLING CIRCUIT RISES TO
205F. IN THIS EVENT, THE ALARM WIU EMIT A CONTINUOUS SIGNAL.
NOTE; THE ALARM WIU SOUND WHEN THE KEY SWITCH IS TURNED
ON. THIS SOUNDING IS NORMAL. ONCE THE ENGINE STARTS AND THE
ENGINE'S OIL PRESSURE REACHES 15 PSI. THE AlARM WILL SILENCE.
TEST BOlTDN: WHEN
PRESSED. TESTS niE
ALTERNATOR. THE OIL
PRESSURE. AND THE
WATER TEMPERATURE
CONTROL CIRCUITS.
WHEN PRESSED, THE
/
ALTERNATOR. THE OIL
PRESSURE. AND THE
WATER TEMPERATURE
INDICATOR LIGHTS IL-
LUMINATE IN ADDITION
TO SOUNDING THE
ALARM BUZZER.
KEY SWITCH: PROVIDES
POWER ONLY TO THE IN
STRUMENT PANEL CLUSTER.
PREHEAT BUTION: WHEN PRESSED. ENERGIZES
THE ALTERNATOR'S REGULATOR, THE FUEL LIFT
PUMP. THE FUEL SOLENOID ON THE INJECTION
PUMP. AND THE ENGINE'S GLOW PLUGS. IT BY
PASSES THE ENGINE'S OIL PRESSURE ALARM
SWITCH. IN ADDITION, THIS BUTTON ENERGIZES
THE START BUTTON.
50
CONTROL PANEL TROUBLESHOOTING
TACHOMETER/HOURMETER
The tachometer!hounneter used in propulsion engine instru-
ment panels contains two separate electrical circuits with a
common ground. One circuit operates the hourmeter and the
other the tachometer. The hourmeter circuit operates on 12
volts alternator charging voltage supplied to the (+) terminal
on the back of the instrument.
The tachometer circuit operates on AC voltage 6-8 volts, fed
from one of the diodes in the alternator and supplied to the
tachometer input terminal while the engine is running, and
the alternator producing battery charging voltage 13.0-14.8
volts DC.
Use the following procedures when troubleshooting a fault in
either of the two circuits in a tachometer/hourmeter.
Hounneter Inoperative
Check for the proper DC voltage between (+) and (-)
terminals. '
1. Voltage present - meter is defective - repair or replace.
2. Voltage not present - trace (+) and (-) electrical con-
nections for fault. (Jump 12 volts DC to meter (+)
terminal to verify the operation.)
Tachometer Inoperative
Check for the proper AC voltage between tachometer input
terminal and the (-) terminal with the engine running.
1. Voltage present - attempt adjusting the meter through the
calibration access hole. If no results, repair or replace the
meter.
2. AC voltage not present - check for proper alternator DC
output voltage.
3. Check for AC voltage at the tach terminal on the alterna-
tor to ground.
4. Check the electrical connections from the tachometer
input terminal to the alternator connection.
Tachometer Sticking
1. Check for proper AC voltage between the tachometer
input terminal and the (-) terminal.
2. Check ~ r a good ground connection between the meter
(--) terminal and the alternator.
3. Check that the alternator is well grounded to the engine
block at the alternator pivot bolt.
Tachometer Inaccurate
1. With a hand-held tach on the front of the crankshaft pul-
ley retaining nut or with a strobe-type tach, read the front
crankshaft pulley rpm. Set the engine with a hand or
strobe tach at 1500-1800 rpm.
2. Adjust the tachometer- with a small Phillips type screw-
driver through the calibration acess hole in the rear of the
tachometer. Zero the tach and bring it to the rpm set by
the strobe or hand tach. (Verify the rpm at idle and at
high speed 2500-3000 rpm). (Adjust the tach as needed.)
COARSE
ADJUSTMENT
CURRENT TACHOMETER
EARLY MODEL TACHOMETER
EARLY MODEL TACHOMETER
(-) GROUND
(-) GROUND
TERMINAL
TACHOMETER INPUT
(AC VOLTAGE)
51
CONTROL PANEL TROUBLESHOOTING
MANUAL STARTER DISCONNECT {TOGGLE SWITCHES}
NOTE: The engine control system is protected by a 20 amp manual reset circuIt breaker
mounted on a bracket at the lOp rear of the engine near the PREHEAT circuit.
PROBLEM PROBABLE CAUSE VERIFICAnON/REMEDY
PREHEAT depressed, no panel indications, 1. Battery switch or power not on. 1. Check switch and/or batteryconnections.
fuel solenoid. electric fuel pump and
preheat solenoid not energized. 2. 20 amp circuit breaker tripped. 2. Reset..breaker. If opens again, check preheat sole-
enoid circuit and "run" circuit for shorts to ground.
START SWITCH DEPRESSED, no starter 1. Connection to solenoid faulty. 1. Check connection.
engagement.
2. Faulty switch. 2. Check switch with ohmmeter.
3. Faulty solenoid. 3. Check "that 12 volts are present at the solenoid con-
nection.
4. Loose battery connections. 4. Check battery connections.
5. Low battery. 5. Check battery charge state.
START DEPRESSED, panel indications OK. 1. Poor connections to fuel solenoid. Defective fuel run 1. Check mechanical positioning of the fuel solenoid
Start solenoid OK. Fuel solenoid not solenoid. (PIN 2304) for plunger and throttle arm.
functioning.
2. Manually check movement of the fuel run solenoid
plunger and throttle arm.
NO IGNmON, cranks, does not start. Fuel 1. Faulty fueling system. 1. Check for fuel to generator system.
solenoid energized.
2. Check for air in the fuel system.
Allow system to self-bleed.
3. Fulliitt pump faulty.
ENGINE STOPS 1. Switch and wiring. 1. Inspect all wiring for loose connections and short
Circuits.
NOT CHARGING BATIERY 1. Alternator drive. 1. Check the drive belt and its tension. Be sure the
alternator turns freely. Check for loose connections.
Check the output with a voltmeter. Ensure 12V are
present at the regulator terminal.
BATIERY RUNS DOWN 1. Oil pressure switch. 1. Observe if the gauges and panel lights are activated
when the engine is not running. Test the oil pressure
switch.
2. High resistance leak to ground. 2. Check the wiring. Insert senSitive (0-.25 amp) meter
in battery lines (Do not start engine). Remove con-
nections and replace after short is located.
3. Low resistance leak to ground. 3. Check all wires for temperature rise to locate the
fault.
4. Alternator. 4. Disconnect alternator at output, after a good battery
charging. Jfleakage stops. Remove alternator and
bench test. Repair or replace.
TROUBLESHOOTING WATER TEMPERATURE AND OIL PRESSURE GAUGES
If the gauge reading is other than what is normally indicated
by the gauge when the instrument panel is energized, the first
step is to check for 12 volts DC between the ignition (B+)
and the Negative (B-) tenninals of the gauge.
Assuming that there is 12 volts as required, leave the instru-
ment panel energized and perform the following steps:
1. Disconnect the sender wire at the gauge and see if the
gauge reads zero, which is the normal reading for this
situation.
2. Connect the sender terminal at the gauge to ground and
see if the gauge reads full scale, which is the normal
reading for this situation
If both of the above gauge tests are positive, the gauge is
undoubtedly OK and the problem lies either with the con-
ductor from the sender to the gauge or with the sender.
If either of the above gauge tests are negative, the gauge is
probably defective and should be replaced.
Assuming the gauge is OK, check the conductor from the
sender to the sender tenninal at the gauge for continuity.
Check that the engine block is connected to the ground.
Some starters have isolated ground terminals and if the
battery is connected to the starter (both plus and minus
terminals), the ground side wjJl not necessarily be connected
to the block.
52
CONTROL PANEL - EARLY MODELS
ACTIVATION BY KEY SWITCH
Turning the ignition switch ON activates the instrument
panel. The oil and water temperature gauges will zero, the
voltmeter will indicate battery voltage, and the hourmeter
wi1l start to record time. The alarm buzzer should sound. The
electric fuel pump will start to operate.
Pushing the key wiJI activate the preheat circuit. This closes a
solenoid on the engine with an audible click and supplies 12
volts to the engine glow plugs. Preheat as needed for weather
conditions. A noticeable voltage drop will indicate on the
voltmeter when the preheat circuit is activated.
Continuing to preheat, tum the key to START. This energizes
the starter and turns the engine over. Once the engine starts,
release the keyswitch. It should spring back to the ON posi-
tion and pop out of the preheat position.
The voltmeter should indicate a charge from the alternator of
13.5 - 14.5 volts. The oil pressure and the alarm buzzer
should shut off. Oil pressure opens the-oil pressure switch in
the aJann circuit shutting off the alarm. The water tempera-
ture switch operates the opposite way: it closes when an
PROPULSION ENGINE
overheat condition ex-ists and the operating temperature of
the engine reaches 205F, and sounds the alarm. The
tachometer will register the engine speed as it takes impulses
from the alternator as it charges. If the alternator does not
produce a charge, the tachometer will not operate. The
hourmeter will continue to record time. The hourmeter is on
a separate 12 volt circuit:'
The circuit is protected by a circuit breaker located on the
engine. Whenever excessive current flows, the circuit breaker
will trip. This is a manual reset breaker which must be reset
before the engine wiJI operate electrically again.
A CAUTION: The builder/owner must ensure that the
instrument panel, Wiring and engine are installed so that
electrical devices cannot come in contact with sea
water.
The latest infonnation regarding your engine's electrical
system is included on the wiring diagram shipped with the
engine. Be sure to study this wiring diagram and all notes
thereon.
GENERATOR
r------- - ------i
@ PANeL A!)SC"'Sl.'Y ( .. ( ........ e .. ) ,----1--1
0.1".<:. "':1'. G.. Ii' r- - - - I -- --, I
Aeo ,0
G ....
'.:.;:.'"--, ,f ,... - - - - 1--1"'1 I
""O--+-4-10.......Q...1_ -cr' " I I I I
- - -,-:-- --rl
53
....,
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,
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I I 'I
I I 'I
I \ I I
I I I I
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I I I
il : I
I I I I
I I I I
I I :1
I I:
Ii II I I
I:; I I I I
r I I I I
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--.-I I I I I
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..--+----+-....Jo.-..., I I I
I I I
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I J I
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I __ J
STARTER/SOLENOID SERVICE
DESCRIPTION
The swrtercan be roughly divided into the following sections:
A motor section which generates a drive power.
An overrunning clutch section which transmits an arma-
ture torque, preventing motor overrun after starting.
A switch section (solenoid) which is operated when
actuating the overrunning clutch through a lever and
which supplies load current to the motor.
The starter is a new type, small, light-weight, and is called a
high-speed internal-reduction starter. Its differences in con-
struction from conventional starters are as follows:
In conventional starters, the pinion slides on the motor
shaft (armature shaft). In the new type of starter, the pin-
ion shaft is separate from the motor shaft; the pinion
slides only on the pinion shaft.
A reduction gear is installed between the motor shaft and
the pinion shaft.
The pinion sliding part is not exposed outside the starter .
so that the pinion may slide smoothly without becoming
fouled with dust and grease.
The motor shaft is supported at both ends on ball bear-
ings. The lever mechanism, switch and overrunning
clutch inner circuit are identical to conventional ones.
B M

STARTER WIRING
ADJUSTMENT AND REPAIR
If any abnormality is found by the following tests, the starter
should be disassembled and repaired.
Pinion Gap Inspection
1. Conned a battery (12V) between the starter lenninaJ "S"
and the starter body, and the pinion drive should rotate
out and stop.
A CAUTION: Never apply battery voltage for over
10 seconds cominuously.
2. Lightly push the pinion back and measure the return
stroke (called pinion gap).
3. If the pinion gap is not within the standard range (0.5 to
2.0 mm), adjust it by increasing or decreasing the number
of shims on the solenoid. The gap is decreased as the
number of shims increases.
No-Load Test
1. Connect the ammeter, voltmeter, and battery to the starter
(see illustration).
2. When the switch is closed, the pinion must protrude and
the starter must run smoothly (at 3000 rpm or more). If
the current or starter speed is out of specification, disas-
semble the starter and repair it.
A CAUTION: Use thick wires as much as possible
and tighten every terminal securely. This is a sole-
noid shift-type starter which makes a rotating sound
louder than that of a direct-drive type starter. When
detecting starter rotation at the pinion tip, be care ..
ful not to come in contact with the pinion gear when
it protrudes.
54
SOLENOID
Perform the following tests. If any test result is not satisfac-
tory, replace the solenoid assembly.
1. Disconnect the wire from terminal "M".
2. Attraction test: Connect a battery to the solenoid's termi-
nal S for (+) and M for (-). Have a switch in the (+) lead
and close it. The pinion drive should extend fully out.
A CAUTION: Do not apply battery current for
more than 10 seconds when testing the solenoid.
ATTRACTION TEST
STARTER DISASSEMBLY
1. Disconnect the wire from the solenoid terminal "M".
2. Loosen the two screws fastening the solenoid. Remove
the solenoid assembly.
3. Remove the two through bolts and two screws fastening
the brush holder. Remove the rear bracket.
4. With the two brushes pulled away from the armature,
remove the yoke and brush holder assembly. Then pull
the annature out.
5. Remove the cover, pry the snap ring out, and remove the
washer.
6. Unscrew the bolts and remove the center
bracket. At the same time, the washers
for the pinion shaft end play
adjustment will come off.
PINION SHAFT
3. Holding test. With a battery connected to the solenoid
terminal "S" and to the starter body, manually pu)) out
the pinion fully. The pinion must remain at that position
even when released from being held by hand.
CONNECTOR OFF
HOLDING TEST RETURN TEST
4. Return test. With a battery connected to the solenoid t e r ~
minal ~ , . , and to the starter body, manually pull out the
pinion fuUy. The pinion must return to its original posi-
tion when released from being held by hand.
7. Pull out the reduction gear lever and lever spring from
the front bracket.
8. On the pinion side, pry the snap ring out, and pull out the
pinion and pinion shaft.
9. At each end of the armature, remove the ball bearing
with a bearing puller. It is impossible to replace the ball
bearing press-fitted in the front bracket. If that bearing
has worn off, replace the front bracket assembly.
55
STARTER INSPECTION
Solenoid
Inspect the solenoid for continuity between terminals S and
M and between terminals S and body. No continuity should
be found between Sand M. Continuity should be found
between S and the body and M and the body.
COmNUITY CHECK
...... '
Inspecting The Annature
1. Check the armature with ~ growler tester. If it's short dr-
. cuited, replace the armature. Also c h ~ c k for insulation
between the communicator and its shaft. If poorly insu-
lated, replace the armature.
ARMATURE.
CHECK
2. Measure the commutator 0.0. and the depth of undercut.
Repair or replace it if the service limit is exceeded. Also
check the commutator outside surface for dirtiness and
roughness. If rough, polish the commutator with a fine
crocus cloth.
COMMUTATOR O.D.
CLEANING THE COMMUTATOR
Brush and Brush Holder Inspection
1. Check the brushes. If worn out beyond 10 mm, replace
the brushes.
BRUSHES
_ ~ W USED
2. Check the brush spring tension. A weak or defective
spring will cause excessive brush wear; replace the
springs if suspect.
3. Check for insulation between the positive brush holder
and holder base. If poorly insulated, replace the holder
assembly. Also check the brush holders for proper staking.
56
Field Coil Inspection
1. Check for insulation between one end (brush) of the coil
and yoke.
2. Check for continuity between both ends (brushes) of the
coil.
3. Check the poles and coil for tightness.
FIELD COIL TEST
STARTER ADJUSTMENT AND REASSEMBLY
A CAUTION: Before installing, thoroughly clean the
starter flange and mounting surfaces, remove all oil,
old paint, and rust. Starter pertonnance largely
depends on the quality of the wiring. Use wire of suffi-
cient size and grade between the battery and starter
and ful/y tighten to the terminal.
Reassemble" the starter assembly in the reverse order of disas-
sembly, making sure of the folJowing:
1. Pinibn shaft end play adjustment. Set the end play
(thrust gap) to between 0.5 to 2 mm by inserting an
adjusting washer between the center bracket and the
reduction gear.
a. Fit the pinion shaft, reduction gear washer and snap
ring to the center bracket.
b. Measure the end play by moving the pinion shaft in
the axial direction. If the end play exceeds 0.5 mm,
increase the number of adjusting washers inserted.
2. Greasing. Whenever the starter has been overhauled,
apply grease to the following parts:
a. Armature shaft gear and reduction gear.
h. All bearings.
c. Bearing shaft washers and snap rings.
d. Bearing sleeves.
e. Pinion.
f. Sliding portion of lever.
A CAUTION: Ne"er smear the starter fitting silr-
face, terminals, brushes, Dr commutator with
grease.
3. After reassembly, check by conducting a no-load test
again.
57
DC ELECTRICAL SYSTEM
DESCRIPTION
The DC Circuit functions to start, operate and stop the
ator's engine. The circuit is best understood by reviewing the
DC ELECTRICAL SYSTEM WIRING DIAGRAMS.
The engine's DC wiring is designed with three simple basic
circuits: preheat, slart, and run or stop.
Engine 12-Volt Control Circuit
The engine has a ] 2 volt DC electrical control circuit that is
shown in the wiring diagrams. Refer to these diagrams when
troubleshooting or when servicing the DC electrical system
on the engine.
A CAUTION: To avoid damage to the battery charg-
ing circuit, never shut 0" the engine battery switch
while the engine is running. Shut off the engine battery
switch, however, to avoid electrical shorts when
working on the engine's electrical circuit.
CHARGING SYSTEM
The charging system consists of an alternator, a voltage
regulator, an engine DC wiring harness, an
DC circuit breaker, a battery and connecting wires. Because
of the use of integrated circuits (IC's) the electronic voltage
regulator is very compact and is mounted internally or on the
back of the alternator.
ALTERNATOR TROUBLESHOOnNG
If you suspect that the alternator is not producing enough
voltage to charge the engine's battery, check the following:
A WARNING: A failed aftemator can become very
hot. Do not touch until the alternator has cooled down.
o Make certain your alternator is securely mounted.
o Check the drive belts for proper tension.,
o Inspect for loose or disconnected wires at the alternator.
MANDO
51 AMP AlTERNATOR
NOTE: An isolator with a diode, a solenoid, or a ballery
selector switch is usually mounted in the circuit to isolate the
balleries so the starling battery is not discharged along with
the house batteries. If the isolator is charging the starting
battery but not the house battery, the alternator is OK and
the problem is in lhe battery charging circuit.
A WARNING: Shut off the engine battery switch or dis-
connect from the battery when working on the engine
electrical system.
Checking for Proper Voltage
If you suspect the alternator has failed, perform the folJowing
tests with the engine off:
1. Using a voltmeter, connect the voltmeter red wire clip to
the output terminal B.
2. Connect the voltmeter negative wire to any ground on the
engine.
3. Check the battery voltage. If the battery is in good
tion it should read ]2 to 12.5 volts.
4. Check the voltage between the alternator (+) positive
terminal B and any engine ground. If the circuit is good,
the voltage at the alternator should be the same as the
battery (unless there's an isolator in the circuit, then the
reading would be zero).
A CAUTION: To avoid damage to the battery chalg ..
ing citeuit, never shut off the engine battery switch
when the engine is running!
A WARNING: Before stalfing the engine make cel-
fain that everyone is clealof moving parts! Keep away
from sheaves and belts during test procedures.
5. Start the engine.
6. The voltage reading for a properly operating alternator
should indicate between 13.5 and 14.5 volts. If your
alternator is over- or uncercharging, have it repaired at a
reliable service shop.
NOTE: Before removing the alternator for repair, use your
voltmeter to ensure that] 2 volts DC excitation is present
at the EXC lerminal if the previous test showed only bat-
tery vollage at the B oUlput terminal.
58
BAmRY MAINTENANCE
Review the manufacturer's recommendations and then estab-
lish a systematic maintenance schedule for your engine's
starting batteries and house batteries.
o Monitor your voltmeter for proper charging during
engine operation.
o Check the electrolyte level and specific gravity with a
hydrometer.
o Use only distilled water to bring electrolytes to a proper
level.
o Make certain that battery cable connections are clean
and tight to the battery posts (and to your engine).
o Keep your batteries clean and free of corrosion.
A WARNING: Sulfuric acid in lead batteries can
cause severe bums on skin and damage clothing. Wear
protective gear.
GLOW PLUGS
The glow plug is a small heater installed in each pre-com-
bustion chamber. They run off the engine starting battery and
become red hot when activated.
The glow plugs are wired through the preheat solenoid.
When PREHEAT is pressed at the control panel this solenoid
should "click" on and the glow plug should begin to get hot.
Glow plugs can be checked by unscrewing and holding them
against a good ground (engine block) and turning them on.
The tip should glow red hot. You can also use an ammeter to
test the power drain (8 to 9 amps per plug) or an ohmmeter
to test resistance (1.1 to 1.2 ohms).
A WARNING: These glow plugs will become very hot
to the touch. Be careful not to bum your fingers when
testing plugs. .
Reinstall the plugs in the engine and test them again. The
plugs should get very hot (at the terminal end) within 20 to
25 seconds. If the plugs don't heat up quickly, check for a
short circuit.
When installing the glow plugs, use anti-seize compound on
the threads.
A CAUTION: Do not keep glow plugs on for more
than 30 seconds.
PREHEAT GLOW PLUGS
TYPICAL GLOW PWG
59
ALTERNATOR/REGULATOR SERVICE
DESCRIPTION
The alternator serves to keep the battery constantly charged.
It is driven from the pulley at the end of the crankshaft by a
Ybelt. The type of "alternator used is ideal for high speed
engines having a wide range of engine speeds. It contains
diodes that convert AC to DC, and an IC regulator that keeps
the generated voltage constant even when the engine speed
changes.
A CAUTION: Do not use any high-voltage tester such
as a megger. damage to diodes will result ..
During high-speed running of the engine, do not discon-
nect the positive or negative terminal of the battery
from terminal B of the alternator. "this is done, diode
failure will result.
Wdh altemators having Ie regulators
J
absolutely avoid
a short circuit between terminals Band L. This would
allow cu"ent to flow in the I>'diode trio" and damage it.
Do not start the engine with the lead disconnected from
tenninalB of the alternator. Otherwise, damage to the
voltage regulator will result.
When charging the battery with a quick charger, be
sure to disconnect the battery tenninals to prevent
damage to diodes.
NOTE: The alternator connections and color coding described
on the following illustrations may vary from earlier WEST-
ERBEKE engines. Always refer to the wiring diagrams in
this manual and also make a quick sketch of your alternator
wiring before disconnecting for service.
ALTERNATOR TROUBLESHOOTING
If you suspect that the alternator is not producing enough
voltage to charge the engine's battery, check the following:
o Make certain your alternator is securely mounted.
o Check the drive belts for proper tension.
o Inspect for loose or disconnected wires at the alternator
A WARNING: A tailed alternator can become very
bot. Do not touch until the alternator has cooled down.
Testing The Charging Voltage
SHAFT If you suspect the alternator has failed, perfonn the following
tests.
STATOR
1. Using a voltmeter, connect the voltmeter red wire clip to
the output terminal B.
2. Connect the other voltmeter wire to any ground on the
engine.
3. Start the engine and record the voltmeter's readings.
A CAUTION: To avoid damage to the battery charg-
ing circuit, never shut off the engine battery SWitch
when the engine is running!
60
The voltage reading for a properly operating alternator
should be between 13.5 and 14.5 volts. If your alternator is
over- or undercharging, have it repaired at a reliable service
shop, or continue with the following tests.
NOTE: Before removing the alternator for repair, use your
voltmeter to ensure that I2 volts DC excitation is preselll at
the R (XC) terminal if the previous tesi showed only battery
voltage at the B output terminal.
+
Output Test
1. Disconnect the battery ground cable.
2. Disconnect the wire from terminal B on the alternator
and connect an ammeter between B and this wire.
3. Connect a voltmeter between terminal B (+) and ground (-).
4. Connect to the P terminal.
5. Reconnect the battery ground cable to the (-) tenninal.
The voltmeter should indicate the battery voltage.
6. Connect B+ to the R terminal (regulator).
7. Start the engine.
S. Tum on 12 volt accessories equaling the amperage output
of the alternator, accelerate the engine to the specified
speed (2000 to 3000 rpm) and measure the output cur-
rent. The output current should be close to the alterna-
tor's maximum ouput.
Output Current 1300 rpm 2500 rpm 5000 rpm
Hot 16 amp 41 amp 48 amp
Cold 24 amp 50 amp
NOTE: rpm is thaI of the alternator. The pulley ratio
(alternator vs crank pulley) is 1.78 to 1; all readings are
at j 3.5 liolts.
OUTPUT TEST SETUP
DISASSEMBLY
1. After removing the three assembly through-bolts, insert a
screwdriver between the front bracket and stator. While
prying it, remove the front bracket and rotor.
NOTE: If the screwariver is inserted too deep, the slOtor
coil might be damaged.
2. Hold the rotor in a vise and remove the pulley nut. Then
remove the pulley, fan, spacer and seal. Next, remove the
rotor from the front bracket and remove the seal.
3. Unsolder the rectifierfrom the stator coil lead wires and
remove the stator assembly.
NOTE: Make sure that the solder is removed quickly (in
less than five seconds). If a diode is heated to more than
I50
a
C (310F), it might be damaged.
4. Remove the condenser from terminal B.
5. Unsolder the plates Band L from the rectifier assembly.
6. Remove the mounting screw and B terminal bolt and
remove the electronic voltage regulator and brush holder.
The regulator and brush holder cannot be sepearated.
7. Remove the rectifier assembly.
S. Brush and brush spring replacement:
When only a brush or brush spring is to be replaced, it can
be replaced without removing the stator, etc. With the brush
holder assembly removed, unsolder the pigtail of the brush.
NOTE: If the terminals Land B of the rectifier assembly are
bent, damage might result to the rectifier. Therefore, the
plates Band L should be gently bent at the center.
RECTIFIER
ASSEMBLY
SPACER ROTOR
TERMINAL B BOLT
REGULATOR &
BRUSH HOLDER
STATOR
........ REAR
BRACKET
61
An alterlUlte method for removing the stator winding, brush
holder regu/o.tor unit and the I.e. diode rectifier assembly
from the rear bracket. With the front bracket and rotor
assembly separated from the rear half of the alternator:
1. Insert a screwdriver between the stator core
and the edge of the rear bracket on the same side as the
brush-holder. Raise this side of the stator core away from
the bracket so as to open a gap of about 1/2 inch.
NOTE: Be careful not to allow the screwdriver blade to
enter far enough to touch the stator winding.
2. Maintaining the 1/2 inch gap, insert the screwdriver
between the stator core and the bracket on the rectifier
side and move the stator laterally toward the brush holder
for a distance of 1/2 to 3/4 of an inch without lifting it
from the bracket.
3. Insert a #2 Phillips screwdriver through this opening and
remove the two screws holding the rectifier.
4. Remove the nut anchoring the B terminal bolt and the
capacitor mounted thereto on the outside rear of the
bracket. Then remove the third Phillips screw holding the
brush holder to the bracket.
5. Carefully withdraw stator, brush holder and rectifier from
the rear bracket as one loosely connected unit.
With the bracket out of the way, it is easy to unsolder the
stator winding leads from the rectifier quickly to avoid
heat damage to the diodes and I.C chips. It is also easier
to renew the brushes because there is no need to bend the
connecting plates between the brush holder and the
rectifier and possibly damage the rectifier.
When reversing this procedure, make sure that the stator
winding leads are gently pushed back (from possible contact
with the rotor body) after seating the stator into the rear
bracket.
INSPECTION
Diode
Diode troubles are classified as open-circuit and
When the diode is open-circuited, no current flows. In the
short-circuited diode, curr_ent flows in both directions.
Checking for Short Circuit
Check for continuity between the (+) heat sink and the stator
cojl lead joint terminal and betwecn the (-) heat sink and the
said terminal. If each test shows current flow in both direc-
tions, the diodes are short-circuited. Replace the rectifier
assembly.
.
DIODE TRIOS (3)
HHEATSINK
ASSEMBLY
Checking for Open Circuit
To check for an open circuit in the diodes which have passed
the short-circ.uit test, disconnect the diode leads and check
with your ohmmeter between the diode lead and the body,
reversing the leads. If no continllity is found, the diode is
open.
Checking Diode Trio
Check each of the three diodes for continuity. If any diode
allows current flow in both directions or does not allow
current to flow in one direction, replace the rectifier assembly.
62
Stator
Disconnect the stator lead wires from the coil and check for
continuity between the three leads with a circuit tester. If no
continuity is found, the stator windings are open. Next, check
for insulation between each lead and the core. If continuity is
found, replace the stator.
Field Coil (Rotor)
Check resistance between the slip rings. The resistance must
confonn to the specified value.
Resistance Value: 3.87Q 10%
Check for continuity between. the slip ring and the core. If
there is continuity, it means that the coil or slip ring is
grounded. Replace the rotor assembly.
Checking Brush and Brush Spring
"Replace the brush if it has worn to the replacement value.
Check the brush spring force. Also confinn that the bnIsh
moves smoothly in the brush holder.
Standard Replacement
Value Required at
Brush Length (mm) 18 8
Brush Spring Force (g) 3700:60 210
Checking the Slip Ring
Because the slip ring wears very little, the diameter must be
measured with a micrometer. Replace the rings (rotor
assembly) when wear reaches the replacement value.
Standard Replacement
Value Required at
Slip Ring 0.0. 33mm 32.2 mm
Runout 0.03 mm or less 0.2mm
The slip ring must be sm<?Oth with no surface oil. If neces-
sary clean and polish with a fine crocus cloth.
REGULATOR
The regulator consists of a voltage regulator and a lamp
relay; their wires are gathered into a connector. The VOltage
regulator is used to always keep the alternator output con-
stant regardless of alternator speed and to cut off the flow of
current to the field coil when necessary. The lamp relay is
used on the Captain panel only to illuminate the panel light
indicating no alternator charge. The 50A alternator has a
built-in Ie regulator. During alternator operation, field u r ~
rent is controlled automatically by the Ie regulator.
1. Connect an ammeter (approx. 60A rating) between the
battery positive tenninal and its cable.
2. Connect a voltmeter between the generator terminal L
and the ground. In this case, the voltmeter must indicate
"0". If otherwise indicated, a defective alternator or
faulty wiring is suspected.
63
3. Tum the starting switch key to the ON position, and the
voltmeter wilJ indicate a value considerably lower than
the battery vOltage. If the indication is near the battery
voltage, a ,defective generator is possible.
4. With the ammeter short-circuited, start the engine.
A CAUTION: "the ammeter is not short-cir-
cuited, a large starting current will bum out the
ammeter
s. Increase the engine to between 2000 and 3000 rpm
and read the ammeter.
6. If the ammeter reading does not exceed SA, read the
voltmeter at that state (2000-3000 rpm). The voltmeter
reading is the regulated voltage.
7. If the ammeter reading exceeds 5A, continue charging
the battery until the ammeter reading drops to SA or
below; or replace the battery with a fully-charged one; or
connect a 1/4Q (25W) resistor in series to the battery to
restrict charging current.
S. The Ie regulator is of the temperature compensation type
and, therefore, regulated voltage varies with temperature.
It is necessary to measure the temperature of the rear
bracket (surrounding the regulator) and to use the
measurement for correction of regulated voltage.
AMMETER
CHECKING THE ICREGULATOR VOLTAGE
REASSEMBLY
A CAUTION: Connect the altemator properly. Should
the polarity be reversed, a powerful current would flow
from the battery into the alternator, damaging the
diodes and wiring harness.
1. Install the alternator support bolt through the alternator
leg (underside) into the engine casting.
2. Swing the alternator into position on the adjusting
bracket and fasten. Lightly tighten.
3. Adjust belt tension.
4. Tighten both bolts and recheck belt tension.
Torque values:
Support bolt: 20-24 Nm (15 18 ft-Ibs)
Adjusting bracket bolt: 12 - 14 Nm (9 10
NOTE: Make certain the belts are perfectly aligned with
the alternator and engine pulleys. If not, insert or remove
spacers as needed, to align the alternator.
64
TRANSMISSIONS
WESTERBEKE uses a variety of marine transmissions made
by w l l ~ k n o w n marine manufacturers such as H URTH, ZF,
BORG WARNER, PARAGON and others. If you require
transmission parts, repair work or an overhaul, we recom-
mend contacting the transmission manufacturer directly for
information on the locations of authorized service facilities.
65
(utI. :;ot..
@s.cr:,..,Yf'.
O.P.:,t!:NOt!:R
NOT useo
@
W)':, .. I) .... "'D,.'oo
I' CQU''"POC.O..
Sf"tlES "Il!o' A/.TE ...... AT'aR
12VOLT !lOAM"
ENGINE WIRING DIAGRAM #24666
.30594 I'Zo\/'. SO.4 ./
33 24'151 PAWliil. "ESS .r,.,-Sl?I?l'Jl'Jt$"'TS
.3e Z4d80 PA""="-. C'OMPt.Ere I
31 Z4777 KeY" I
/33$.5 /
Z:f:) -30944 OIL PReS'S. SlAI. N.C.. I
28 1.50/25 T"SMP,. SIM AI.O, I
Z7 12Ac!i"3/ FUEL /.I;:r PUMP
,
2(; I AM"",T!O? Cpn"IYAl.) I
II
sp,,",rr1Z (QPIII:IIYAC.)
I
GLOW PLUGS 4EJ111:1(
1/5.30 t;;/.ow p..ue;;s W40
,
Nl.Ir.f!Al. S_.t:iY SW. PAil'..,ce"
,
13. N(l7'''''1. S,AII'E7Y SW. WA!fINlie I
A'.rs INSr.f!U""e",rs /
It!> OIWPLET"S
,
lS 11532. $uPPIPE$$IO,", It'lr. Al.1". I
17 2':!'i5e1 T""t:'#.Klr ....
Ie;;. .(!4(;84 Al.rt!'A'AlATOte. 5. A. I
,S 23.157' SE;.NOEI2. w""rJ!R I
14 24:!J:u;, SOI.ENOID.
,
,"
S/5"NDE'1i? Olf.. PI?E $'UII"L!!' I
If'. 24=!!S$ (>N:$6)
4
JI 2"''''.iiI!!I PR'e-H'II!:!;I.7" I
10 24166" CI/?Ce/lr t!JREAKe .zOAH'- I
=>
,10.'7'::: 2- srANreR. """"Ifi"IAlL" #C'II'Il!
,
8 HAI?NE'S'S'. GAlC:,fI'tlE I
7 i.30148 HAJ;'NE'S.1., PA"'EL I
co 1195(0. KEY SWITCH
,
S 230Qo VOLrMETE/? I
+ 119$" SWITI:'/"f PRE',HEAT I
.3 24133 01'- PRE'J'.s(lR'E GAU(;l!/!
" e 1154:;' wAre.e iE,,",,"" c"'(.J(;;e; I
I TA(;,HOll-frI::;J:l I
ITEM PAR.T NO. OESCRIPTION C'T'I' ASS:
OPl'ION

66
ENGINE WIRING SCHEMATIC #24666
r
@l
I
L..
'10
"10

Nores OIoJ RI!"SPCIoJ$ISILfrY.
.lWlrCH /JUS.,.. t:'G' IN r"", I.,,.,e TO DI,sCONNtrC'r
nJE cu,'culr 1"11"0",", .,.we SArrs,..)' '1'("'''' 1fi1>lIIiI'GENCY' F wH4,.,
rHe 4!l2. ... r. '?"o/.r .f'..L!LS.lt'- edCINE sr"'lu'I!!:A'S rY""'C""'I..Y' De'III"'"
200 TO 390111""1"$ wnl/!'" C'II'A#>{IIl'INC. ,-dE DUJIO",TiO# Oi"" INDIVIDUAL C'.(?""",I>UAI';;
C'I'C',(,#i",s SI.IOLll.D "'OT EJtC'I!D .:JO SE'CONl>,s. A SWire" WlrH co"mNLlOU:S
11",,,,'/01(; OJ:' 175"" .... ,.$ AT ,2Vl:>C WILl NOIfl'MAl.(Y' 3Ifl'IIG 'THE:t:
If;UT SVC'" A $WIrC'1I ""'LIS.,.. N./iN'&R /!}{!f" usel> TO ';WAJ(e - rilE .frAJI017!R CIIil'CUlr.
orHeA' NorES;
@ W"RNINt::; .5ENt:>E:I<' CONdECliON:
CONrACT WITH .B'" MAY' DAMAf;E
o ALL !:fiErUIfi!'H$ AA'e rliROUGH ENt;;IIIIE BLOCI<:.
@ Fa/(' WI/('ING al'" AUXIL/..A.1il"'I" Al..rEii!NArOll"S SEE rl-lc FOL/.()WIIiG OIA(;RANS
Margeo, ... e.':'''''''''I'"'.II:2::J2.
MOTOROLA Iza "'MP, IIZ3 I
LecCE -IoJEVlI.U!' 5'3
1.4EC<I!!-NEVII.,U! lOS AMP, IGt::14
<0 I;: ADD/nONA/' PR'I!"Ssu.f'E SWlrCH.s ",,,,,eo .D TO .srAer
.ACCI!!.,sSOJ?g.s, A t:'l.l!XI81.e HOSE Musr BE RUN I"J?OM
nlE OIL P"'t'!.S'.sU#E M",NIFOLO To ... NGAII!t!>Y i!J.uI.KNE""1> AN./:)
Al.L PK'J!!SSl.IgE SWNC'NES MQI.INrC.I> Ar TIlE J3Ul..vffil!illO.
"'PPl."" SIt.ASTle oe rtGH7 WOUND PLASrtC/sp.Llce ElECTRIC'AI...
r.AP' AJ?OUND CONNECrOR'S CONNIiFCTE.o.
@ CAU7"lON'
rt'IIS PIIIOI?,..IIC'! ,oS "y A ""AMU"'I. R.t:SET
eli'e;l4I(EIi" 1.0CArt::'D "'EA'/? rHl! AND AS
ro rHt!' oj:' CUlI!'li'ENr AS POSSfl!Jl..
EXCESSIVI!!: CURIE"'''' t:>'A/IoJ ANYW"e.f'8 III TNII!' ''''S7A''UMGN1" p",,,,E'-.
wlg,Na
t
SilK ENGINE WI/'/' <!"ALlIE TNII!' I!JIt!E",J(E< TO T"P. IN .,.10113 ev,,Nr,
MosT" NtiIHS MaCEt. s: WI(.4 SHvr /)()WA{ E!>ltt::'A /ISS r;f& OpeNEI>
Ii" l:II.U:OHNI!!GrS IIIA' ,:: EI. SUI'''''!. 'H1JiR'F"OIF'E 'f>.I.II!!
15U1l..I>f! QWNEl? ""11.11' 51!!! .sUIlI!' iJ.lAr mE rNSr.ll'l.IMENr PANEL.
WIll/Nt; ANI> ENt;INI!!. "..JU!.' ,rN.srAI.I.i!!.b ro pli"EVENr CONn.cr
Bl!:rwt!'E'" e.I.ECrI<:ICtIl'- Dt!!VlCEf AND SALL WArlZ'.
67
...
.,
@SCC..oTt.,
o.P . .!>ENO[R
NO'!' USI:O
)It IOOT[- \I,
W'!' .!>f:NOCII
.... .,
seR.IES .. A.I..'!'flW ... l'OR
12YOl.T '"0 .......
@)
PAt""'CA'!' SOL.
.. t"'T ...... (0(" .... e .. )
10" ... "'"IlII'kmwc--.::m'l'!:Wi'.-- CD'
I
I
"'371;4 SWIreI-!. sT,;.,Rr. I

14i..,';;RIVATQiII!. rz,v. 5011. I
PANSI... ./.5$$ .r""'S1"I!i?/!/NISAlT:s
PAN.i!:I ... COM'PI-Ere J
I
g55
.B.L .... R ..." I
944 all.. PRES'S. Sw. N.C;. I
olies r.:z;."pr. sw, N.O. I
A <':$3 1 "'"VEl... "'Pi PUMP I
2(; U::Sill (CPTiQN ....i..) I
25 .?OI:S4 SPl.lTrEIZ (01"7'1:1# .... 1.)
24 145Z!' t;i..OW Pl..uGS W..!!O&w61:) 4/110/
23 II$:!.O GLOW P1.uG$ W40 I
2.Z NEUrlf!AI. S.lJ.tI"i!' r S'W. 1'''''''''<:'(;'' 1
21 NEVi'""l. SIII"ETY oSW. W"RNEe I
20 PANEl. "LUS INSrll/!'t./NENTS I
I!!:J PANEl.... CO,""PLsrs
,
18 j 1532. SVPPA'l!:SS/OAl 1II'1r. ALI, I
17 l;e'!lS'!!!> IACAI. Xli. Al.rER"'ArOJ::!
,
Ie:;. .,:'4.84 Ai..rERN'A1'O/Ii: SI A
,
,5 23571 SNOE'J2 WArJ!!.l? TEMP. I
14 2433.9 SOJ.J!f I
1::J 2,qt::JZ. SE'IVD I
12. 24:3=3 pee-HEA rifle lW:$4)
4
II $O"4'NOIO. "" .... -N.t::A, I
10 2"'1iJ:6;:' CII!i"C'vlr .oRAK z.o_" I
.::> ,,:;''''''::2. SrANr&I. $'AlC''''''' I
8 30022 HAIC'NE".r.r. is''NC/NE I
7 ::;0/481 HARNES.s. P"'NEt. I I
"
.!I31O:!!l3 KeY SWlrcH. U;NIT'ON I
S 23o'iO VOLT'II-Ui'rSJe (
<I- 3.37''';.q.. sv.un:H. PRe-HEAT I
3 :24133 Olt. PRE,f'.rV#1!! GAVGE I
Z. II :!ii4S" W"'T4.e roup. t;ALt<r1!!! I
I 1I:!!J17 rAC'Ho_ErER I
rTEM PART NO. PTION QoY,ASS'" ...N
Engines & G.enerators
68
+ IZVOC 8"TTEFI'!'
'to
I
PRtH"T
0\
:!lIN'
I
START sw.@1
,
,
1
--_.,.
::\,..AATCR
I"R:I1""'R
ALAR ...

NoreS (;II>! I!HlfI.DE,?/.OWNE'A?J li"l!"SPONSIBll..lrY'.
@ ..... N .JWlrl:H />JUST '1'1 n.//s /.INt:: TO l;>1.$C'ONNEcr
nUl!: STAII'Tel? CIllt'CUIT ""'OM THE BATTIS,..Y '101 "W ii"'fS'II't;ENCr" (. WHEN
1.eAVlNG rHi!!. BOAr. '?VQt.I....:!?..!..SI!!L ENc:uVE TYPI(:;""l.Y' DE'''W
.zOO To 30011.""1"5 WHEN C'J:>ANlfIWC;. r,l./e DU/i'",rrON OF 'Nt:"..,.,DU'" C'1i!",""I(IA/C;
CYC'L.I!S 5110(1'" Nor E'LCED 30 .seCONDS. A SWIn:'''' WITH CCNTiN(lOUS
e"rlNC OF' 1'1$ """'''.$ 14; III! \foe: W/'L NOJ?""""U,'t' st!'Jf'Vc T'HliSE
I!>ur SUC',", A SWlrc", MUST" N.I!:V";UZ J!!lt!" USi!:P TO '/W.AKE H TNI!!' rrAl?rER CI.fi!C'(l/r.
OTHER Narcs:
VV"RNlNG; .5ENt:)(!t:l caNNEClioN:
CONrACT W/rH e. ... MAY' Cu.,MAGE SE'NDI'l'.
() Al.l.. J;?ErfJR'N'$ """"II!' rHROV(;H eNGINt:: Bt:.OI!K,
@ f':'0"" WIIi'ING Of':' AUXIt:.I.A.R'Y' lII,rEIi!'NArO/f'S' see r/,It; I"OLLOWlIVG DIA(;R,VfS.
,,:!OT'OROLA 8.!l AM",. /1;<2:3 2.
1'4070".,01...... 120 .... Mp, 1Ii!..3 I
LEC NII!'V"U: $3
LCe-NliVlU.e lOS AMP, II:;':: 14-
Ip.' ADDITIONAl.. "'.(1'E$$lM' SWlrCNES III!?' RI!!t:i/'D "/'0 oS rARi
80AT ACCE.1S0R"II!'S "" p.'LEXI8J,.1!!! HOSE MUsr t:JE RUlli ;t:I?OM
rHoS 011.. MANIFOLD TO .... NE'AIfl'6Y SUI.KHG ....D AIIID
PK'l!SSulf'l! swm:HE'S /01OUN,.1> AT THI!! BUt.. .....'''''I!!At:;>.
ApPI.' SILASrlC Olii! r/ll;",,! WaUNO PI.AST"IC/oSPJ.lCe i!LGCrIi'ICAI...
rAPE AIi!'OI..lND CONHECr()JC'S CONNJU:TE.D.
@
rt!'s PRo'p!:X'T. IS pA'oTcrli,o BY' "" MANUAl. Re.seT
CIRCUIT 81?EAIt!IItJt !.OC .... TIi!!'O NE'.AP n.lE STARrER' .... NI> AS C1.0SE
TO Sou,,;,, 0,:' CU.f!'REN" AS POS'SIl!lI..E.
EXCESSIVE CU.(1'IifENr D.lMlloI' ,IVI"('w..,EPG '''' rill!! /NsrRVMENr P.AN'L..
W/(rNC plfl' EIW;WE WILL C'l\USE" rNI!' 811!""'1I'1t'< TO TII!IP. IN i1'l.$ ,:veNT",
MOsT (fNtfWI!{ MQP;i1.S WIU Stun J:l9WA( 8EC.AU.s1S!' T'HE ON!!olED
Ii!' At<'. "'.$CONNi!C7:S 'l!1R' ;:-. '1.. SuPP!. 'HER'EI'"Oll'E .".,E
I15Ufu>EI!! OWNEI!! &U$r Se SV#e ["'.AT 1114 IHSTJli'YMElllr PANe't.)
WIIii!/"'C ""IIID eN(;IIIIE ,Age .l'NsrAI.L.ED "1'0 PIf'EVt;'Nr CONr"'Cr
SGrWtH!N eLliCT'If'IC""L DeVIcE" AND SAl..r w .... rEI2.
69
("to,
SEE 't'
NOTE 2' , L _
I
I
I
I
I
I
I
I
I
I
I
I
I
I
-
Gl.OWIl1..UGS
(2,3,4,01\4',
DEI'E"'DI1'IG ()f'I
"uMSER OF
CERS)
PREHEAT
SOLENOIO

I./ITI1I"5T.
p ..."'El)

QI.OCK
52
WATER
TEMP.
SWITCH
'9 "0 REO
" "'14 LT. Bl.U(
---,
I
I
I
I
I
I

I
I
I

14lT Bl.uE:
OlL. ,,:!I
"'RES SURE ___ ---1
SWITCH I
- - - - --j-
..
OIl.
F>RESSURE
SENDER
w,TI1
'''5T''U''NT
P4HElI
fQl I='U!i:l. SOl.ENOID
... ... w I (USED SONE: MODELS,

,-
PUMP

-
.
,.
pzl<
) I ( I
..,
i
t
OS '!:
\,
. .
I
t
------r-

-i.
0

START

t

..
,-

":j
'"

-
KE:V5WITCH
F>REHEAT
SWITCH
:::>
,.

e 3 if:
;: ill ...
i!
: '"
'" '"
".-,,- .. 2."
..,
-
-Ie C>It", -,e OQo,j
1--
----1-----
.,. \!Lut

'
IJz
I.AMP

"'JI!.I.I(
'41U

-l4Bl.it
fi'
7-
WT,t .... isl]
l.AMP
.J!
"141!J1.1.I(
-18 91..K
,881.K

, .,1' RLK
" ::
0:
."! ...
1---
---
I
II
\
- -- -

()s/
+JY- .... 01
TACHOMETER
I
!
I
I
I
I
I
I
I
I
I
I
I
CAPTAIN
PANEL
ALTERNATO R - 51 A
(USEQ SOME IolOOEI.SI
F'UEL SOLENOI D WIRING
( .... %lS T'I.I() ( w')09'N1'IE
L.- ____________ _
____ --1
70
-to 12VOC
) C.B.
20A
....... ___ +---I P ..
I
SI
PI PI PI
PREHEAT SWITCH
04
T!>
ALARM
I I
I I FUEL SOLENOIO
I L_? __
L _____ _
,_,,1
SI 52
PZ
01
02
17
03
O."! SNOR.
-... , ,
W.T. SW.
TACH.
51
.. AMP
TEST
SWITCH
START: I. TuRN KEY TO ON POSITION. THE ALARM WILL SOUNO,OIL PRESSURE AND
--- BATTERY CHARGE INDICATORS WILL LIGHT,
2.PUSH PREHEAT SWITCH FOR 15 TO 60 SECONDS AS REQUIRED
1
ALARM WILL STOP.
3.WHILE CONTINUING TO PUSH PREHEAT SWITCH,PUSH THE START SWITCH ALSO.
WHEN THE ENGINE STARTS RELEASE THE START SWITCH ONLY.
4.WHEN THE OIL PRESSURE INDICATOR LAMP GOES OUT RELEASE THE
PREHEAT SWITCH.
TURN THE KEY TO TH E OFF POSITION.

I. THIS PRODUCT IS PROTECTED BY A MANUAL RESET CIRCUIT BREAKER LOCATED NEAR
THE STARTER. EXCESSIVE CURRENT DRAIN WILL CAUSE THE BREAKER TO TRIP AND THE
ENGINE WILL SHUT DOWN. THE BUILDER/OWNER MUST BE SURE THAT THE INSTRUMENT
PANELyWIRING AND ENGINE ARE INSTALLED TO PREVENT CONTACT BETWEEN ELECTRICAL
DEVICES AND SALTWATER.
2. AN ON-OFF SW ITCH SIiOULD BE I NSTALLED BETWEEN THE BATTERY AN 0 STARTER TO
DISCONNECT THE BATTERY IN AN EMERGENCY AND WHEN LEAVING THE SOA T. A SWITCH
WITH A CONTINUOUS RATING OF .75 AMPS AT 12VDC WILL SERvE THIS FUNCTION. THIS
SWITCH SHOULD NOT BE USED TO OR BREAK THE CIRCUIT.
3. PINK WIRE AT PLUG Z IS UNUSED AND SHOULD BE INSULATED.
71
rt'
$( 'tl "'HE Z I 1
L
GLOwPLVGS
(2.3.4.otI,;
OE""NOI"" ON
HU>UilEAor

PREHEAT
SOLENOIO

r
I
I
I
I
I
I
,
;"
"'"---------
WATER
TEMP
SENOER
VOl.TMETER
,2
"
.'!
SZ
1>2
!t
ilII
!:>
.'!
wATER
TEMp
SWITCH
:;
" :z:
'"
.- .-

;
I
I
I
I
I
I
I
I
I
I
I
.'0111..0 I
OIL
PRESSURE
SENOER
,0
-----&-
ill FUEl. SOLE NOlO
'14 LT. ElI.U

"'0 AU) ,4 GREEN
ALTERNATOR - 51 A
'ustO 0fI $()H( "COEI.Sl
_____________ J
ADMIRAL
PANEL
72
SI
+ 12 VDC
C8
20A
NEUTRAL
SW'.
PREHEAT SOL.
C8
lOA
STARTER

LIFT PUMP
P I-----C
I
I I
FUEL SOL.
I 'L_-g-__
L _____ /
O. P. SNOR.
(- ,
SI $1 52 52 SI SI
PI r::l PI PI P2 PI PI
C '0 p
+
ALARM
SI
PI
W.T.SNDR.
s
I,J. T. SI,J,
TACH
VOLTS
O.P.
W.T.
SI
PI
PREHEAT SW.
NOTES:
I. THIS PI=IODUCT IS PROTECTED BY A MANUAL RESET CIRCUIT BREAKER LOCATED NEMI THE
STARTER. EXCESSIVE CURRENT DRAIN WILL CAuSE THE SREAKER TO TRIP ANO THE ENGINE
WILL SHUT DOWN. THE BUILOEI=I/OWNEr::I MUST BE SURE THAT THE INSTRUMENT PANEL,
WIJ'UNG AND ENGINE ARE INSTALL..ED TO PREVENT OONTACT BETWEEN ELECTRICAL DEVICES
AND SAL..TWATER.
2. AN ON'OFF SWITCH SHOULD eE INSTALLED BETWEEN THE BATTERy AND STARTER TO
DISCONNECT THE BATTERY IN AN EMERGENCY AND WHEN LEAVING THE BOAT. A SWITCH
WITH A CONTINUOUS RATING OF 175AMPS AT 12VDC WILL seRVE THIS FUNCTION. THIS SWITCH
SHOULD NOT BEUSEO TO MAKE OR BREAK THE CIRCUIT.
GRAY WIRE AT PLUG 2 IS UNUSED AND Sl-40ULD 8E .MSULATED.
73
This diagram illustrates the
12 VDC negative ground
electrical circuit Two optional
instrument panels are also
shown: the Captains Panel
and the Admirals PaneL

$(( I
HOTE:
I .J
,

+ --L
12 IIDC -=
ll!.!llI.
AN ON-OFF SWITCH
SHOULD BE IN-
STALLED BETWEEN
THE BA ITERY AND
STARTER TO DIS
CONNECT THE BAT
TERY IN AN EMER-
GENCY AND WHEN
LEAVING THE BOAT.
A SWITCH WITH A
CONTINUOUS
RATING OF 175
AMPS AT 12 voe
WILL SERVE THIS
FUNCTION. THIS
SWITCH SHOULD
NOT BE USED TO
MAKE OR BREAK
THE Cl.RCUIT.
r--
IL.
-,
lit Ie ..

I" lUI:
&I;{,!.I:A
I'" ,.1(
ADMIRAL
PANEL
CAPTAIN
PANEL
o
- ,
........ _ ............ ______ 1,..... ___ --!.:.:.: .. ____________ __ _ __L
74
DC E_LECTRICAL SYSTEM
... 1% woe
...........;.--------------.. - - - - - -,
.. T
""
n.
T1 0)
L ......
TUT
$".
r';; ;L;: -I - - - - --,
"1' Ttl 1 I
U
I fUEL I
: i:

1 I
, - I
I m 0 I
L. __________ ,
ADMIRAL
PANEL
NOTES:
I. THIS IS f'.OTECTED In A MANUAL IIESET CIIICUIT IIREAIIOEIt LOCATE!) NEAll THE
STAltTEIt. EXCESSIVE (URItEIIT WILL CAU$ THE III1AIIEIt TO TRI' AIID THE EMGUIE WILt.
.sHUT DOWM. TME 111.1 I LOU 1 OWII (II IIUST IE SUIIE TMAT THE 11I.s1llUIIIIT I' ANL. .'"Illi. ....0,
(II"ME AII INSTALl(D TO f'1tVENT CONTACT IlEnrEEII ELECTa'CAl DEVICE.s AND .sEA.UEJ.
z. AM S.ITCH .$IIOULD I[ IJSTAlUD IIETWEEII TilE hTTlltY AIID nUTU TO
DISCOMNECT TilE eATTERY III All IIII6(11CT AIID .HEII LEAVIIIG THE IIOAT. A SWITCH
'11TH A COIiTlIIUOUS IIATI1I6 Of 17$ AMI'S. AT 12 YDC WilL SEIVE THIS fUlIC:TIOII. THIS
SWITCH SHOULD IIOT lIE USED TO MAli!: 011 BREAI( THE CIIICUIT.
3. THE 'IIIK .'IIE AT ,LUG IS UIIIIS(D AIID SHOULD eE '"SIILAT(O, CAnAIII 'ANEl OllLT.
4. THE GlIAl' 'lIRE AT PLUG 2 IS UIIUSED AIIO SIIOULO liE I NSULAT!). ADlliltAL I'A"L OIlLT.
CAPTAIN
PANEL
.,' LT. III.U
51 AMP ALTERNATOR
ST UO,\RI) AI. HIlIIArOIl 011 THt:
@pBESIO[ lIE 7Z AMP ALI
Ili. IHe :ct. m IZ. \-__________________ _
o UN I VERSAl PROPULS! ON
PRESTQl lIE 51 AMP ALI
75
STANDARD HARDWARE TORQUES
NOTE: Unless stated otherwise for a specific assembly, use the following torque values when tightening standard hardware.
Grade 4 Pitch Ib-ft kg-m
Grade 7T, 8T and 8.8 Pitch Ib-ft kg-m
6mm bolt head/nut 2.9-5.1 0.4-0.7
6mm bolt head/nut 5.8-8.7 0.8-1.2
8mm bolt head/nut 1.25 7.2-11.6 1.0-1.6
8mm bolt head/nut 1.25 14.5-21.7 2.0-3.0
10mm bolt head/nut 1.25 13.7-22.4 1.9-3.1
10mm bolt head/nut 1.25 28.9-39.S 4.0-5.5
10mm bolt head/nut 1.5 13.0-21.7 1.8-3.0
10mm bolt head/nut 1.5 26.8-37.6 3.7-5.2
12mm bolt head/nut 1.25 (ISO) 25.3-39.S 3.5-5.5
12mm bolt head/nut 1.25 (ISO) 54.2-75.9 7.5-10.5
12mm bolt head/nut 1.5 25.3-39.8 3.5-5.5
12mm bolt head/nut 1.5 50.6-65.1 7.0-9.0
12mm bolt head/nut 1.75 21.7-36.2 3.0-5.0
12mm bolt head/nut 1.75 43.4-61.5 6.0-S.5
13mm bolt head/nut 1.5 32.5-50.6 4.5-7.0
13mm bolt head/nut 1.5 57.9-86.8 8.0-12.0
14mm bolt head/nut 1.5 36.2-57.9 5.0-8.0
14mm bolt head/nut 1.5 72.3-108.5 10.0-15.0
14mm bolt head/nut 2 34.0-55.7 4.7-7.7
14mm bolt head/nut 2 68.7-101.3 9.5-14.0
16mm bolt head/nut 1.5 54.2-79.6 7.5-11.0
16mm bolt head/nut 1.5 108.5-166.4 15.0-23.0
16mm bolt head/nut 2 51.4-76.7 7.1-10.6
16mm bolt head/nut 2 101.3-159.1 14.0-22.0
Grade 6T
Grade 5 Cap Screw
6mm bolt head/nut 4.3-6.5 0.6-0.9
1/4 UNC 9-11 1.2-1.5
8mm bolt head/nut 1.25 10.S-15.9 1.5-2.2
1/4 UNF 11-13 1.5-1.8
10mm bolt head/nut 1.25 21.7-32.5 3.0-4.5
5/16 UNC 1S-20 2.5-2.8
10mm bolt head/nut 1.5 19.5-30.4 2.7-4.2
5/16 UNF 21-23 2.9-3.2
12mm bolt head/nut 1.25 (ISO) 36.2-57.9 5.0-8.0
3/8 UNC 28-33 3.7-4.6
12mm bolt head/nut 1.5 36.2-50.6 5.0-7.0
3/8 UNF 30-35 4.1-4.8
12mm bolt head/nut 1.75 34.7-49.2 4.8-6.8
7/16 UNC 44-49 6.1-6.8
7/16 UNF 50-55 6.9-7.6
1/2 UNC 68-73 9.4-10.1
1/2 UNF 73-S0 10.1-11.1
76
METRIC CONVERSIONS
INCHES TO MILLIMETERS MILLIMETERS TO INCHES
-
Inches mm Inches mm mm Inches mm Inches
1 25.40 15 381.00 1 0.0394 15 0.5906
2 50.80 20 508.00 2 0.0787 20 0.7874
3 76.20 25 635.00 3 0.1181 25 0.9843
4 101.60 30 762.00 4 0.1575 30 1.1811
5 127.00 35 889.00 5 0.1969 35 1.3780
10 254.00 40 1016.00 10 03937 40 1.5748
10 MILLIMETERS = 1 CENTIMETER, 100 CENTIMETERS = 1 METER = 39.37 INCHES (3.3 FEET)
INCHES TO METERS METERS TO INCHES
Inches Meters Inches Meters Meters Inches Meters Inches
1 0.0254 7 0.1n8 0.1 3.937 0.7 27.559
2 0.0508 8 0.2032 0.2 7.874 0.8 31.496
3 0.0762 9 0.2286 0.3 11.811 0.9 35.433
4 0.1016 10 0.2540 0.4 15.748 1.0 39.370
5 0.1270 11 0.2794 0.5 19.685 1.1 43.307
6 0.1524 12 0.3048 0.6 23.622 1.2 47.244
TO CONVERT METERS TO CENTIMETERS, MOVE DECIMAL POINT TWO PLACES TO THE RIGHT
YARDS TO METERS METERS TO YARDS
Yards Meters Yards Meters Meters Yards Meters Yards
1 0.91440 6 5.48640 1 1.09361 6 6.56168
2 1.82880 7 6.40080 2 2.18723 7 7.65529
3 2.74320 8 7.31520 3 3.28084 8 8.74891
4 3.65760 9 8.22960 4 4.37445 9 9.84252
5 4.57200 10 9.14400 5 5.46807 10 10.93614
MOVE DECIMAL POINT FOR HIGHER VALUES - e.g. 6,000 METERS == 6,561.68 YARDS
POUNDS TO KILOGRAMS KILOGRAMS TO POUNDS
Ib kg Ib kg kg Ib kg Ib
1 0.454 6 2.722 1 2.205 6 13.228
2 0.907 7 3.175 2 4.409 7 15.432
3 1.361 8 3.629 3 6.614 8 17.637
4 1.814 9 4.082 4 8.818 9 19.842
5 2.268 10 4.536 5 11.023 10 22.046
GALLONS TO LITERS LITERS TO GALLONS
Gallons Liters Gallons Liters Liters Gallons Liters Gallons
1 3.79 10 37.86 1 0.26 60 15.66
2 7.57 20 75.71 2 0.53 90 23.77
3 11.36 30 113.57 5 1.32 120 31.32
4 15.14 40 151.42 10 2.64 150 39.62
5 18.93 50 189.28 20 5.28 180 47.54
PINTS TO LITERS LITERS TO PINTS
Pints Liters Pints Liters Liters Pints Liters Pints
1 0.47 6 2.84 1 2.11 6 12.68
2 0.95 7 3.31 2 4.23 7 14.79
3 1.42 8 3.79 3 6.34 8 16.91
4 1.89 9 4.26 4 8.45 9 19.02
5 2.37 10 4.73 5 10.57 10 21.13
TEMPERATURE
32 40 50 60 70 75 85 95 105 140 175 212
OF
I I I I I I I I I I I I
I I I I I I I I I I I I
0 5 10 15 20 25 30 35 40 60 80 100 C
77
GENERATOR INFORMATION
USE OF ELECTRIC MOTORS
The power required to start an electric motor is considerably
more than is required to keep it running after it is started.
Some motors require much more current to start them than
others. Split-phase (AC) motors require more current to start,
under similar circumstances, than other types. They are com-
monly used on easy-starting loads, such as washing .
machines, or where loads are applied after the motor is start-
ed, such as small power tools. Because they require 5 to 7
times as much current to start as to run, their use should be
avoided, whenever possible, if the electric motor is to be dri-
ven by a small generator. Capacitor and repulsion-induction
motors require from 2 to 4 times as much current to start as
to run. The current required to start any motor varies with the
load connected to it. An electric motor connected to an air
compressor, for example, will require more current than a
motor to which no load is connected.
In general, the current required to start lIS-volt motors con-
nected to medium starting loads will be approximately as fol-
lows:
AMPS FOR RUNNING AMPS FOR STARTING
MOTOR SIZE (HP) (AMPERES) (AMPERES)
1/6 3.2 6.4 - 22.4*
1/4 4.6 9.2 - 32.2*
1/3 5.2 10.4 -72.8*
1/2 7.2 14.4 29.2
3/4 10.2 20.4 - 40.8
1 13.0 26 52
*NOTE: In the above table the maximum "Amps for Starting"
is more for some small motors than for larger ones. The rea-
son for this is that the hardest starting types (split-phase) are
not made in larger sizes.
Because the heavy surge ot current needed for starting
motors is required for only an instant, the generator will not
be damaged if it can bring the motor up to speed in a few
se90nds. If difficulty is experienced in starting motors, turn
off all other electrical loads and, if possible, reduce the load
on the electric motor.
REQUIRED OPERATING SPEED
Although individual units may vary slightly, the normal volt-
age and frequency of typical 60 (50) hertz engine-driven gen-
erators described in this manual are approximately as fol-
lows: run first with no-load applied, then at half the genera-
tor's capacity, and finally loaded to its full capacity as indi-
cated on the generator's data plate.
The output voltage should be checked periodically to ensure
proper operation of the generating plant and the appliances it
supplies.
GENERATOR FREQUENGY ADJUSTMENT
Frequency is a direct result of engine/generator speed, as
indicated by the following:
D When the generator is run at 1800 rpm, the AC voltage
output frequency is 60 hertz.
D When the generator is run at 1500 rpm, the AC voltage
output frequency is 50 hertz.
Therefore, to change the generator's frequency, the genera-
tor's drive engine's speed must be changed.
GENERATOR MAINTENANCE
D Maintaining reasonable cleanliness is important.
Connections of terminal boards and rectifiers may
become corroded, and insulation surfaces may start
conducting if salts, dust, engine exhaust, carbon, etc.
are allowed to build up. Clogged ventilation openings
may cause excessive heating and reduced life of wind-
ings.
D For unusually severe conditions, thin rust-inhibiting
petroleum-base coatings should be sprayed or brushed
over all surfaces to reduce rusting and corrosion.
Typical materials suggested are Ashland Tectyle 506
and Daubert Chemical Co. Non-RustAC-410.
D In addition to periodic cleaning, the generator should be
inspected for (a) tightness of all connections, (b) evi-
dence of overheated terminals, and (c) loose or dam-
aged wires.
D The drive discs on single bearing generators should be
checked periodically if possible for tightness of screws
and for any evidence of incipient cracking failure. Discs
should not be allowed to become rusty because rust
may accelerate cracking. The bolts which fasten the
drive disc to the generator shaft must be hardened steel
SAE grade 8, identified by 6 radial marks, one at each
of the 6 corners of the head.
D The rear armature bearing is lubricated and sealed; no
maintenance is required. However, if the bearing
becomes noisy or rough-sounding, have it replaced.
D Examine the bearing at periodic intervals. No side
movement of the shaft should be detected when force is
applied. If side motion is detectable, the bearings are
wearing or wear on the shaft of the bearing socket out-
side bearing has occurred. Repair must be made quickly
or major components will rub and cause major damage
to the generator.
D Examine the control box at periodic intervals to detect
cracks from engine and generator vibration. If cracks in
the box are seen, engine vibration may be severe,
requiring bracing in the box for additional strength to
resist vibration.
GENERATOR TROUBLESHOOTING
A complete and illustrated text on troubleshooting and ser-
vicing the WMD. and BT generators is furnished in the fol-
lowing pages.
78 '
WMD GENERATOR
DESCRIPTION
The WMD model generator is a self-exciting and self-regu-
lating brush style generator, requiring only a driving force to
produce voltage. It is four lead reconnectable for 115 volts or
115/230 volts, and has a four pole revolving armature with
no DC brushes or commutator. It has a solid state bridge rec-
tifier in the exciter circuit, AC slip rings, a drip-proof con-
struction, and a single bearing design. Voltage regulation is
7% no-load to full-load, and frequency regulation is 3-4
hertz no-load to full-load. It is in insulation class "F" as
defined by MEMA MGI-1.65, and it's temperature rise is
within MEMA MGI-22.40 definition when operating at full-
load. It's centrifugal-type blower fan is direct connected to
the armature shaft for cooling. Capacitors across the hot leg
and neutral minimize radio interference within the limits of
most commercial and civilian applications. The armature is
balanced laminated steel, double dipped and baked. The field
ring is thick hot rolled steel with a welded bearing support
bracket, machined as an assembly for precise bearing align-
ment. The rear carrier bearing is pre-lubricated, double sealed
with an anti-rotation lock.
WMD GENERATOR SPECIFICATIONS
FREQUENCY 60 HERTZ STANDARD
RPM 1800 for 60 Hertz
NOTE: To convert a 60 Hz 1500 for 50 Hertz
unit to 50 Hz, the armature
must be changed.
Voltage Normal 115VAG 230 VAG
Maximum 132 VAG 264 VAG
Minimum 108 VAG 216 VAG
Excitation Voltage 115 VAG (output voltage supplied to rectifier)
Field Excitation Voltage 190 VDG (approximate)
DISASSEMBLY
1. Lift and support the back end of the engine so that the
generator is not resting on its isolators.
2. Remove the generator endbell cover. This exposes the fan
and brush rig assembly. Remove the fan assembly with
its hardware.
3. Remove the brush rig assembly. This can be done in two
half assemblies. Unbolt the two half-moon assemblies
from the frame attachment and lift the two halves away
from the slip rings. Mark the polarity of the two leads on
the bridge rectifier that go to the field coils and unplug
these from the bridge rectifier. The two half-moon brush
assemblies can be removed from the generator by remov-
ing the heavy output leads G 1, G2, G3 and G4 from their
attachment point on each brush holder. Make a rough
sketch as to where each of these leads attaches on each
assembly half. There are 8 leads that are paired in the
control panel to provide four reconnectable leads. Inspect
and replace components in the brush rig as needed. Do
not totally disassemble as this is not n,eeded.
4. Remove the control panel from the top of the generator
housing. Mark all leads as needed for proper assembly.
5. Unbolt the generator housing from the bell housing. A
puller may be needed at the bearing end to assist in pulling
the housing with or without the bearing off the armature.
Some gentle prying at the bell housing end will be needed
as well. The housing with field coils is heavy. Once the
housing has cleared the armature shaft, it should be sup-
ported and slowly drawn over the armature. Try not to
drag it over the armature.
INSPECTION
1. Inspect the bearing and replace as needed. If the unit is
going through a major overhaul, bearing replacement is
recommended.
2. Check the field coils resistance values. Remove the field
coils from the housing. Note and mark each field coil's
position in the housing. Do not mix them up! Each coil has
a different part number and a specific position in the hous-
ing. Incorrect assembly will cause low voltage output.
3. Unbolt the armature from the flywheel. Test the armature
with an ohmmeter. Clean the slip rings and polish using a
crocus cloth.
REASSEMBLY
Reassemble in reverse order.
NOTE: When assembling the housing onto the generator arma-
ture, be sure to properly align the anti-slip groove in the bear-
ing with the hole in the housing and install a new lock pin.
The fan on the back end plays an important part in moving
air through the generator for cooling. In installations where
surrounding air is limited, outside air should be ducted to the
area of the screened endbell inlet to provide this needed air
for cooling, and combustion as well.
The security of the generator fan hold down nut should be
checked at installation (commissioning), at the initial 50-hour
servicing of the generator unit, and periodically thereafter
(200-300 hours). The cooling fan securing nut should be tight
enough so that when force is applied to rotate the fan by
pushing on the outer edge and blades with the palm of your
hand (protect the hand with a cloth or a glove), you should
be able to tum the generator and engine without the fan slip-
ping on the shaft. If properly torqued and the fan still slips,
replace the lockwashers.
Recirculation of generator cooling air through the generator
must be avoided. The generator compartment ventilation
must be sufficient to prevent generator air recirculation.
Insure that the screened endbell inlet and the screened dis-
charge slots at the flywheel are not obstructed, preventing
good air circulation through the generator while it is running.
FAN
~ ~ 3
NUT flAT WASHER STARWASHER
'",
79
WMD GENERATOR TROUBLESHOOTING
NO ELECTRICAL OUTPUT
1. Remove the load from the generator and verify no output
directly at the generator output leads with a voltmeter.
2. Check for proper electrical connections. Refer to the
INTERNAL WIRING DIAGRAMS.
NOTE: The generator armature slip rings and brush rigs
are numbered from illboard at the willdings or flywheel
end outward toward the rear support bearing.
3. For a residual voltage check, disconnect the field leads
from the bridge rectifier. Note the position of the leads on
the rectifier (+) to (+) and (-) to (-). Operate the genera-
tor and check the AC output (no load on generator).
Measure the voltage between the neutral lead and the hot
lead(s) (3 and 4 wire unit - 2.5 volts AC each hot lead
to neutral approximate).
If the residual voltage c h ~ c k s OK: you can assume the
rotating armature and brush rig are OK. The generator's
problem lies in the rectifier and/or the field .coils.
If residual voltage is not present: Check the brush rig and
the static capacitors. Check the rotating armature resis-
tance values and the continuity check found under Flash
Field Coils.
2.5 VOLTS AC 2.5 VOLTS AC
HOT HOT
NEUTRAL
3 & 4 WIRE UNITS
4. Test the operation of the generator by bypassing the
bridge rectifier. Apply 12 volts DC to the field leads on
the bridge rectifier (+) to (+) and (-) to (-). Run the gen-
erator (no-load). Measure the voltage output at the gener-
ator leads. Generator output with 12 volts DC excitation
to the field coils should be 50 to 70 volts AC. If 50 to 70
volts AC is produced, this should indicate that the gener-
ator is OK, and that the bridge rectifier is defective.
5. If no voltage is produced; check the static capacitor(s)
that it is not shorted to ground. If one is found faulty,
remove the connection from the output tenninal at the
brush rig and repeat Step #3.
FLASH FIELD COILS
1. Units may lose their residual magnetism from extended
storage, or rough handling during installation or disas-
sembly and assembly for installation, etc., requiring the
field coils to be excited with 6 to ] 2 volts DC to restore
the magnetism to the generator. This is done in the fol-
lowing manner:
Stop the engine and remove the generator endbell cover.
This will expose the cooling fan, brush rig assembly n c ~
rectifier. Check internal wiring (see diagram). The posi-
tive (+) lead from the field coils is connected to the posi-
tive marked terminal on the rectifier and the negative (-)
lead from the field coils is connected to the opposite
unmarked terminal on the rectifier. Using jumper leads
with insulated alligator clips, connect 6 to 12 volts DC
battery positive to the positive of the rectitier and nega-
tive to the unmarked terminal of the rectifier for approxi-
mately ] 0 seconds. This should restore magnetism to the
stationary field coils.
A CAUTION: Be careful not to connect DC voltage
to the AC terminals on the reclifiet; as Ihis will dam-
age the rectifier.
Remove the alligator clip connections; replace the end-
bell cover and operate the generator and check AC output
voltage.
t----23Qv----...I
Armature
INTERNAL WIRING DIAGRAM
BASIC 4 WIRE
AC
6-12 vott
OCBanery
Engines & .Generators
80
2. Check for a short or open in the rotating armature or in
the stationary field coils.
ROTATING ARMATURE (RESISTANCE VALUES)
1
1 ohm or less between slip rings
WMD 11.0 and 12.5 KW (1 &3) and (2&4)
NOTE: 4-wire units: there should be no continuity found
between slip rings (1&2), (2&3) and (3&4). If continuity
is found, an internal short exists between these windings
and the armature should be replaced.
NOTE: There should be no continuity found between any
of the slip rings and the armature's central steel shaft. If
continuity is found, the windings are shorted to the shaft
and the armature should be replaced.
Rotating armature slip rings are numbered from inboard
of the generator flywheel end outward to the rear support
bearing. When referring to 2, 3 and 4-wire units, these
are the number of generator output leads being connected
to the load. You will find on the 11.0 and 12.5 KW units
that there are 8 leads coming from the brush rig and they
are in pairs that are combined for a total of 4 output
leads. The number of wires can also be related to the
number of slip rings on the rotating armature.
REPLACEMENT OF FIELD COIL(S)
1. Field coils are connected in series and the resistance
value given in this text is the total of the four field coils.
To determine the resistance value of one, divide by four.
Each field coil has a mounting position on the generator
housing and cannot be interchanged with another field
coil.
When installing a replacement field coil(s), the installer
must ensure that the coil is correct for the mounting posi-
tion in the housing and will have the correct polarity
when excited with 9-12 volts DC.
The field coil shoes that hold the coil securely to the gen-
erator housing are held in place by bolts that must be
properly tightened when the coil and shoe are installed to
the generator housing. When connecting the coils in
series ensure the butt connections are good and secure
and positioned away from rotating parts.
To ensure the field coils have been positioned properly in
the generator housing and will have the correct polarity,
the following test must be made before reassembly of the
generator.
3. Connect a 9-12 volt DC battery to the leads off the
coils that would normally be connected to the (+) and
(-) connectors of the bridge rectifier. These leads are
unmarked and the polarity in their connection to the
DC battery is not important.
NOTE: When removing the leads from the battery and
reconnecting them to the bridge rectifier, you should
maintain the same polarity as used in this test: plus lead
to (+) on rectifier and negative to unmarked (-) connec-
tion to rectifier.
j
I,
II
I : ~
1----1
RAil
I - - - - ~
i j
~ __ J
9-12 VOLT
BATTERY DC
TESTING THE FIELD COILS
~
I
'\
\'
,\
~ ~
"---J
RAIL
h. Using a 3-inch iron bolt or its equivalent, place this
bolt between each adjoining field coil/shoes. It should
be held in place by the magnetic attraction set up
between the coil/shoes by the 9-12 volts excitation of
the field coils. Should this fail to happen between any
of the four adjoining coils/shoes, then an incorrect coil
is installed and must be removed and the correct one
installed; otherwise the generator, when assembled,
will not produce proper voltage.
LOW VOLTAGE OUTPUT
1. Verify the voltage output at the generator output leads
with load applied to the generator; check the no-load con-
dition also. Check the voltage at the load. Check the rat-
ing for the generator and verify the load with an amp
probe at the output leads. Check all connections to ensure
they are clean and secure. Ensure that the wire size carry-
ing the voltage to the load is of sufficient size so as not to
produce a voltage drop.
NOTE: Beware of motor starting loads and the amperage
draw placed on the generator from these types of (oads.
Generally, the amperage draw of a motor at start-up will
be 3-5 times the amperage needed when running.
Ensure that the engine no-load speed is producing
125-132 (250-264) volts from the generator. Lower no-
load voltage can result in low output voltage at rated
amperage output.
81
2. Check the generator with a Hertz meter:
No-Load Hertz 61-61.5 (51-51.5)
No-Load Voltage 130-132 volts (generator cold)
No-Load Voltage 126-130 volts (generator hot)
3. Test the Bridge Rectifier. The bridge rectifier may be
faulty and should be checked asiollows:
The field excitation rectifier is a full-wave bridge rectifi-
er. This type of rectifier has four terminals: two AC, a
DC positive, and a DC negative. The rectifier is tested in
the following manner: Connect one ohmmeter lead to the
positive DC terminal, and the other lead to each of the
AC terminals in turn. A high or low resistance reading
will be obtained. Reverse the meter leads, and an oppo-
site reading should be observed. Now check from the
negative terminal to each of the AC terminals, using the
same procedures as above. Check each terminal to the
case, and no resistance reading should be observed.
If a battery-powered test light is used, follow the
dures described above. If the rectifier is good, the light
will come on, in one direction only.
If the rectifier fails any of the above tests, it should be
considered defective and replaced.
TESTING THE
BRIDGE RECTIFIER
H
TEST lEAD
4. Check the field coil resistance as per the following speci-
fications:
FIELD COIL RESISTANCE (TOTAL)
Aluminum Windings
14.2 ohms ::t5%
WMD 11.0 KW (3.5 ohms per coil)
and 12.5 KW
Copper Windings
22.6 ohms ::t5%
(5.65 ohms per coil)
5. Insufficient cooling of the generator. Ambient air entering
the generator should not exceed 104F (40C). Operating
efficiency of the generator decreases as the ambient air
temperature entering the generator endbell increases
above 104F. Generators in confined areas may require
the ducting of cool outside air into the compartment,
directed toward the inlet at the generator endbell.
6. Check the condition of the brushes for wear and contact
with the slip rings on the armature. Ensure that the brush-
es are not sticking in the holders.
7. Condenser Testing. Condensers are built into the genera-
tor circuit to minimize radio interference during opera-
tion. If a condenser shorts out, it shorts the generator out-
put. To determine whether a condenser is shorted, stop
the generator, disconnect the lead wire from the brush
holder to which the condenser is connected, start the gen-
erator and check the output. If the generator then pro-
vides power, the condenser was at fault and should be
replaced. (If the generator did not provide power after the
lead wire was disconnected, the problem was not caused
by that condenser.) Reconnect the lead wire.
NOTE: There should be no continuity found between the
lead end from the condenser and the metal case of the
condenser. If so, the condenser is shorted.
HIGH VOLTAGE OUTPUT
1. Verify the voltage at the generator output leads.
No-Load Voltage 126--130 volts (generator hot)
61.5-62.0 hertz
2. Check the internal wiring of the generator leads attached
to the brush rig and the leads from the brush rig feeding
AC to the bridge rectifier. One connection is from a hot
brush rig and the other must be from a neutral brush rig.
SOLENOID WITH THROTILE LINKAGE
The solenoid plunger must move smoothly and rapidly into
the solenoid when the solenoid is electrically energized,
drawing with it the engine throttle arm into the set speed run
position. Failure of the solenoid plunger to bottom in the
solenoid will result in a failed solenoid.
THROTIlE
. ADJUSTMENT
LINKAGE
FUEL SOLENOID'
82
WMD GENERATOR AC INTERNAL WIRING DIAGRAMS
1o.----23Ov---ioro-j
Armature
60 HERTZ - 4 WIRE RECONNECTABLE
AC
AC
Field
Excitation
Rectifier
50 HERTZ - 2 WIRE RECONNECTABLE
J.. . 220 Volts.
I
Armature
83
AC
AC Field
Excitation
Rectifier
Field Excitation
Rectifier Wiring
Same as for 230v
BT GENERATOR
DESCRIPTION
This generator is a brushless self-excited generator, which
requires only the driving force of the engine to produce AC
output The copper and laminated iron in the exciter stator are
responsible for the self-exciting feature of this generator. The
magnetic field creates an electromagnetic field which rotates
through the windings of the main stator, inducing AC voltage
which is supplied to a load. A transformer is connected in
parallel to the AC output of the main stator. An AC voltage is
produced in the auxiliary windings of the transformer and
main stator and is, in tum, supplied to a full-wave bridge rec-
tifier. The rectifier produces a DC voltage to further excite
the exciter stator windings, enabling the generator to produce
a rated AC output as the generator speed reaches its set hertz
rpm.
An optional solid-state voltage regulator is available to work
in tandem with the transformer regulator to produce a more
stable AC output.
A circuit breaker is installed on all current WESTERBEKE
generators. This circuit breaker will automatically disconnect
generator power in case of an electrical overload. The circuit
breaker can be manually shut off when servicing the genera-
tor to insure that no power is coming into the generator.
NOTE: This circuit breaker is available as a WESTERBEKE
add-on kit for earlier model generators; contact your
WESTERBEKE DEALER.
CIRCUIT BREAKER
AND CONNECTIONS
DRIVE DISC PLATE
. IT GENERATOR
84
WMD GENERATOR WIRING SCHEMATIC #24700
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BT
DESCRIPTION
This generator is a brushless self-excited generator, which
requires only the driving force of the engine to produce AC
output The copper and laminated iron in the exciter stator are
responsible for the self-exciting feature of this generator. The
magnetic field creates an electromagnetic field which rotates
through the windings of the main stator, inducing AC voltage
which is supplied to a load. A transformer is connected in
parallel to the AC output of the main stator. An AC voltage is
produced in the auxiliary windings of the transformer and
. stator and is, in turn, supplied to a bridge rec-
tifier. The rectifier produces a DC voltage to further excite
the exciter stator windings, enabling the generator to produce
a rated AC output as the generator speed reaches its set hertz
rpm.
An optional solid-state voltage regulator is available to work
ii'l tandem with the transfonner regulator to produce a more
stable AC output.
STARTER
A circuit breaker is installed on all current WESTERBEKE
generators. This circuit breaker will automatically disconnect
generator power in case of an electrical overload. The circuit
breaker can be manually shut off when servicing the genera-
tor to inspre that no power is coming into the generator.
NOTE: This circuit breaker is available as a WESTERBK
add-on k.{l for earlier mode! generators; cOn/act your
WSTER'BEKE DEALER.
CIRCUIT BREAKER
AND CONNECnONS
BT GENERATOR
86
BT GENERATOR TROUBLESHOOTING
This troubleshooting guide will give you insights into prob-
lems which may be encountered with the WESTERBEKE
BT brush less, transformer regulated generators. Most poten-
tial problems are covered in the text of this guide. Owing to
the simplicity of the equipment and controls, this trou-
bleshooting is relatively easy, once the relationship between
cause and effect is understood.
Keep in mind that a basic fundamental knowledge of elec-
tricity is required for this troubleshooting, and always
remember that lethal voltages are present in the circuitry;
therefore, extreme caution is essential when working on or
troubleshooting a generator.
Only a few basic tools are necessary for diagnosis and repair.
These are hand tools: an amp probe and a quality volt ohm-
meter capable of reading less than one ohm due to the preci-
sion required in reading component winding resistances.
NOTE: Do not always rely on the vessel S instruments for
accurate readings; bring your own instruments for testing.
Before attempting any repairs, get as clear an explanation of
the problem as possible, preferably from an individual wit-
nessing the problem. In some cases, this may bring to light a
problem which is related to the method of operation rather
than an equipment fault.
Bring basic repair parts with you on the initial trip to the
problem equipment, such as a regulator board when installed,
diodes and a bridge rectifier, so that if the problem should be
found in one of these easily replaceable parts, the problem
can be remedied early and efficiently.
The internal and external wiring diagrams are important tools
in troubleshooting this generator or any generator modeL Be
sure to have both with you and be sure they are for the spe-
cific model you will be working on. (e.g. Model 12.5 BID).
r-------------------l
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8
,--"--""""" BLACK BLUE

BLUE
60cyc.
50cyc.
PLUG
A EXCITER STATOR WINDINGS 1 & 2
A-1 and A-2 Exciter Stator Windings
(Selector in COMP position)
B. EXCITER ROTOR
1. Auxiliary Windings (a-b-c)
2. Diodes (6)
3. Rotating Field Windings
4. Pozi-resistor
C. MAIN STATOR
1. Main Stator Windings
2. Main Stator Windings
3. Main Stator Auxiliary Windings
D. COMPOUND TRANSFORMER
1. Compound Transformer Windings
2. Compound Transformer Windings
3. Compound Transformer Auxiliary
Windings with Voltage/Hertz Connection Bar
E. SELECTOR SWITCH
F-1 Compound
F-2 Electronic and Compound
F. BRIDGE RECTIFIER WIRING
A.VR. Optional Automatic Voltage Regulator Plug (6 prong).
87
NOTE: The following is a list offaults with the generator operation on compound (COMP) transformer
regulation (no A. V.R. installed).
FAULT CAUSE CORRECTION
Low Voltage (70 v o ~ s at NIL and loss of 1. Selector switch in wrong position. 1. Place selector switch in COMP position.
voltage as load is applied (no loss of engine
speed and hertz).
High voltage at NIL (125 - 135 volts) with 1. Generator's engine speed (rpm) high at NIL 1. Check NIL speed and adjust NIL voltage.
correct voltage when loaded
(115 -120 volts).
High voltage at NIL and F/L. 1. Generator's engine speed (rpm) high. 1. Check NIL rpm and adjust NIL voltage.
2. Short in compound transformer auxiliary 2. Check continuity and connections of 0-3 windings.
windings 0-3.
low voltage at Nil (0 - 5 volts) with 1. Main stator windings shorted C-1, C-2. 1. Check continuity and resistance values of C-1 , C-2 windings
growling noise from generator and loss of and connections. Excite unit with 12 VOC.
engine speed when load is applied. 2. Compound transformer windings shorted 2. Check continuity and resistance values of 0-1, 0-2 windings.
0-1, 0-2. Excite unit with 12 VOC.
Generator does not excite; voltage is 1. Generator's engine speed (rpm) is slow. 1. Adjust the engine's speed and adjust NIL voltage.
o volts at NIl.
2. Short in the main stator windings or 2. Excite the unit with 12 VDC. Short will appear as a
in transformer. load on the engine, growling of the generator.
3. Failed diodes on exciter rotor. 3. Check the diodes on the exciter rotor. Four or more
failed diodes will terminate the rotating field.
4. Shorted pozi-resistor. 4. Visually examine the pozi-resistor on the exciter rotor. The
shorted resistor will be burnt. This will short out the rotating
field. Remove and test run.
low voltage at NIL (10 - 20 volts); when 1. Diodes(s) in rotating exciter (B-2) shorted. 1. Check B-1 and B-2 in the rotating exciter as explained in
load is applied, voltage drops. this manual.
2. Bridge rectifier defective. 2. Follow test procedure for the bridge rectifier.
3. Auxiliary windings B-1 shorted. 3. Check the continuity and resistance values.
4. Auxiliary windings 0-3 andlor C-3 open. 4. Check the continuity and resistance values of windings and
connections.
Voltage correct at NIL, but not at F/l with . 1. Selector switch in ELEC position. 1. Place selector switch in COMP.
loss of engine rpm (hertz).
2. Exciter stator windings A-1 and A-2 2. Check continuity and resistance values of A-2 windings.
are open.
3. Generator's engine speed is.low. 3. Check generator NIL rpm and adjust NIL voltage.
Voltage correct at NIL, but not at F/L with 1. Generator overload. 1. Check data plate and monitor load on generator with
loss of engine rpm (hertz). amp-probe.
2. low power factor load (motor loads). 2. Check type of load applied. Consider use of optional.
are open. regulator board.
Unstable voltage. 1. Engine's rpm fluctuating. 1. Check the engine operation and the fuel system.
Low voltage at NIL and voltage drops 1. Diodes in exciter rotor shorted (B-2). 1. Check the diodes in the exciter rotor as illustrated
further as a load is applied. in this manual.
2. Auxiliary windings in exciter rotor shorted 2. Check the resistance values and continuity to ground.
(B-2).
Voltage OK at Nil and low at F/L. 1. Auxiliary windings in the exciter rotor. 1. Check resistance values and continuity to ground.
2. Exciter stator compound windings A-2 2. Check continuity and connection of windings.
is open.
3. Auxiliary windings 0-3 or C-3 open. 3. Check continuity and connection of windings.
Voltage unstable. 1. Defective regulator board. 1. Check stability of DC voltage from regulator to exciter stator
windings. Operate unit on COMP. Replace regulator board.
2. Engine is hunting. 2. Check engine operation and the fuel system.
3. Electrical connections. 3. Check for clean and secure connections.
88
RESIDUAL VOLTAGE CHECK
1. Residual Voltage 10-14 volts AC.
NOTE: The amount of flO-load voltage produced by the
generator can be an indicator of where in the generator
the problem/fault may lie.
This voltage is the AC voltage produced by the generator
from magnetism in the exciter stator field. This voltage is
measured between the AC neutral and hot leg(s) with no-
load on the generator running at 60 hertz.
The presence of residual voltage is an indication that the
following generator components are OK:
1. Exciter Rotor (B-1 a, b, & C) & (B-2)
2. Rotating Field (B-3)
3. Main Stator (C-1 & C-2)
4. Compound Transformer (D-l & D-2)
The fault lies in one or more of the following compo-
nents in the exciter circuit:
.
A. Exciter Stator (A-1 & A-2)
B. Bridge Rectifier (0)
C. Selector Switch (F)
D. Main Stator Auxiliary Windings (C-3)
E. Compound Transformer Auxiliary Winding (D-3)
2. Twelve (12) volts DC excitation of the exciter stator
windings should cause the generator to produce between
140-150 volts AC between each hot lead and the neutral.
(Twelve volts DC is applied between the lifted (+) and
(-) leads of the bridge rectifier, + to + and - to -.)
Correct voltage produced with twelve volts DC excitation
indicates the fault is in one or more of the above listed
components B, D or E. If the generator does not produce
140-150 volts AC, then include A and C.
3. The absence of any voltage from the generator indicates
a fault with the main stator windings C-1 and C-2 and/or
the compound transformer windings D-1 and D-2. Other
/
/
failed components that can produce this same no-voltage
output are the pozi-resistor in the exciter rotor and 4 or
more failed diodes in the exciter rotor.
a. Apply 12 volt DC excitation to the exciter stator
windings as explained in paragraph 2. A fault in the
main stator and/or compound transformer windings
such as a short will cause the generator engine to load
down and the shorted windings to eventually produce
smoke as the excitation is continued.
4. Voltage output greater than residual and less than rated
output (25-100 volts) indicates a fault in the exciter
rotor/field B-1, B-2, B-3. Excitation of the generator as
explained in paragraph 2 should produce a partial rise in
voltage output and, when removed, the voltage wi)]
return to the original low output.
BRIDGE RECTIFIER
The bridge rectifier is supplied AC voltage from the auxiliary
windings in the generator stator (C-3) and the compound
transformer (D-3). The AC voltage measured across the AC
terminals of the rectifier during engine operation is as follows:
120 Volts 120/240
NIL F/L N/L F/L
10-20 volts AC 10-20 volts AC
Diodes in the rectifier convert this AC voltage to DC and
supply it to the windings (A-l and A-2) of the exciter stator
to induce a field through which the exciter rotor revolves.
The DC voltage measured across the (+) and (-) terminals of
the bridge rectifier during engine operation is as follows:
120 Volts 120/240
N/LF/L N/LF/L
10-20 volts AC 10-20 volts AC
Failure of the bridge rectifier will result in a weak field being
produced by the exciter stator windings. A weak field is pre-
, sent, due to the magnetism in the exciter stator, which will
cause the generator to produce residual voltage.
/
DC (+) RED
BRIDGE RECTIFIER
89
Testing the Bridge Rectifier for Faults with
an Ohmmeter
NOTE: Different style/model meters may produce opposite
results from the above tests.
1. Set the ohmmeter scale on RX1 (+DC). Zero the meter.
2. Connect the (+) lead from the meter to point #4. With the
(-) lead from the meter, momentarily contact points #1,
#2, #3, and #5. No deflection of the needle should occur,
showing infinite resistance.
Should the rectifier fail any of these tests, it is defective and
should be replaced.
3. Remove the (+) lead from point #4 and connect the (-)
lead to point #4 and, with the (+) lead, momentarily
touch points #1, #2, and #3. The needle of the meter
should deflect showing a passage of meter voltage
through the diodes in the rectifier.
4. Touch point #5 with the (+) lead. No deflection of the
needle should occur.
5. Place the (+ ) lead of the meter on point #1 and the (-) on
point #3. No deflection of the needle should occur (infi-
nite resistance). Reverse the connections and the same
should occur.
INTERNAL WIRING DIAGRAM
NOTE: The AC terminal block has studs for 1/4 inch wire terminal ends. Multi-strand
copper wire should be used and sized for the amperage rating of the generator.
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PLUG
90
6
5
8
3
2
7
POINT #5
(RECTIFIER
MOUNTING HOLE)
ACTERMINAL
BLOCK
-2
-6
-3
60 eye,
50 eye.
-5
-7
-8
COMPONENT RESISTANCE VALUES
NOTE: Resistance Values -at 70F (21C)
(Simson Meter 260 Model).
Models 11.0 & 12.5(A) BT
NOTE: BT model generators are used on models rated lower
than the capabilities of the generator. However, the generator
is rated according to the capabilities of the drive engine
since horsepower produces kilowatts.
A. Exciter Stator
A ~ 1 & AM2 11.5 ohm
A-I 49.4 ohm
A-2 12.9 ohm
B. Exciter RotorlField
8-1 1.05 ohm
8-2 8.7 ohm
C. Main Stator
C-l 0.117 ohm
C-2 0.117 ohm
D. Main Stator Auxiliary Windings
C-3 0.99 ohm
E. Compound Transformer
D-l 0.007 ohm
D-2 0.007 ohm
Transformer Auxiliary Windings
D-3 5.02 ohm
COMPONENT RESISTANCE CHECKS
Exciter Stator Windings
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AC TERMINAL
BLOCK
6
-2 -5
5
: 8 !
A I I
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8
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2
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GREEN
F/
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YElLOW i
\
BLACK ....
A Windings 1 & 2
Resistance readings for exciter windings
A-I and A-2 with the selector switch in
the COMP position are taken between
the positive (+) and negative (-) leads
lifted off the bridge rectifier (G). Neither
of these two leads should have continu-
ity to the generator case/ground.
lr-l
3
.,
1..---------
RED
GREEN
BLACK
BLACK
A Winding 1
Resistance reading for exciter winding
A-1 with the selector switch in the
ELEC position is taken between the yel-
low & white striped wire and the black
& white striped wire at the A.V.R. plug.
91
3
2
7
-3 -8
BLUE
BLUE
50cyc.
A Winding 2
Resistance readings for exciter winding
A-2 with selector switch in the ELEC
position is taken between the green &
white striped wire lifted off the (-) ter-
minal of the bridge rectifier (G) and the
red & white striped wires lifted off the
(+) terminal of the bridge rectifier (G).
EXCITER ROTOR/FIELD
Auxiliary windings group a, band c. Locate the three termi-
nal points on the exciter rotor for these auxiliary winding
groups. Position the exciter rotor as shown in the illustration
and count off the porcelain knobs from the 12 o'clock point
either left or right to locate terminal points a, band c.
Measure the resistance value between the pairs of terminal
points A & B, B & C, and C & A. There is no need to unsol-
der these connections unless a faulty reading appears. If this
occurs, unsolder and verify the winding fault. There should
be no continuity found between any of the three terminal
points and the rotor shaft/case ground.
Red & White
Exciter Rotor
Rotating Field Windings. See the illustration of the exciter
rotor. The field winding connections are noted as the (+) and
(-) connections of the red & white striped wires. Measure the
resistance value with your ohmmeter between these two con-
nection points. These connections need not be unsoldered
unless a faulty reading appears. If this occurs unsolder the
connection and verify the resistance reading. With these con-
nections lifted, there should be no continuity to the rotor
shaft. This would indicate a short to ground with these field
windings.
Diodes. Six diodes are mounted on the exciter rotor; they
rectify the AC voltage produced by the three groups of auxil-
iary windings to DC voltages and supply this DC voltage to
the rotating field windings.
Resistance value
11 ohms through the diode
Infinite blocking
...--- 11 ohms
_----t'.> I I*-'
"l.nfin! ta ---+-
The diodes can be easily checked in place with the use of a
common automotive 12-volt high beam headlight bulb, some
jumper leads and the generator's 12 volt starting battery.
A short or an open in a diode can easily be found with the
above without having to unsolder and isolate each diode to
check it with an ohmmeter.
NOTE: Attempting to check diodes in place with an ohmmeter
will give erroneous readings on the diodes due to the auxil-
iary winding's connections.
When leads are put across the diode, as illustrated, voltage
passes through the diode allowing the headlight to glow
brightly.
Reverse the leads across the diode. The diode SDould block
voltage passing through it, and the headlight should not glow,
or it may glow faintly.
High Beam 12 Volt Bulb
Does Not Glow/Is Very Faint
a. Should the bulb not glow with leads connected in both
directions, the diode is open internally.
h. Should the bulb glow with leads connected in both
directions, the diode is shorted internally.
In both a and b above, the diode should be replaced.
Check the resistance values of the rotating field windings
and the integrity of the resistors connected between the
field windings.
Rotating Field Windings 7.0-8.0 ohm. (Reading taken
between the two red & white wires connected to the (+) and
(-) terminals of the exciter rotor as shown in the illustration.)
Posi-resistor. (Infinite readings between both yellow leads
lifted from the (+) and (-) terminals on the exciter rotor.)
92
MAIN STATOR WINDINGS
1. Group #1. The resistance value is measured between the
lifted lead #4 from the red insulated terminal below the
transformer and lead #6 lifted from the AC terminal
block. Also lifted from the AC terminal block is lead #5
so as to totally isolate the stator windings of group #1
(see illustration).
2. Group #2. The resistance value is measured between the
lifted lead #1 from the red insulated terminal below the
transformer and lead #3 lifted from the AC terminal
block. Also lifted from the AC terminal block is lead #2
so as to totally isolate the stator windings of group #2
(see illustration).
YellowlWhite
NOTE: ON LATER MOOELS, THE WHITE STRIPE ON THE
WIRE WAS REMOVED, AND THE WIRE IS A SOLID COLOR.
NOTE: There should be no continuity found between any
of the lifted stator leads and the case ground. Also, no
contilluity should be found between the connections of
the two groups.
3. Main Stator Auxiliary Windings. The resistance value
for these windings is measured between the black &
white and the brown & yellow double lead connection
lifted off the AC terminal of the bridge rectifier (G) and
the yellow & red striped lead lifted off the Voltage/Hertz
Connection Bar. There should be no continuity found
between these winding connections and the case/ground
as well as the two main stator groups.
NOTE: The Voltage/Hertz Connection Bar is located
below and just to the left of the AC terminal block.
COMPOUND TRANSFORMER
1. Group #1. Resistance value is measured between the lift-
ed lead #1 from the red insulated terminal stud below the
transformer and lead #7 lifted off the AC terminal block.
2. Group #2. Resistance value is measured between the lift-
ed lead #1 from the red insulated terminal stud below the
transformer and lead #7 lifted off the AC terminal block.
NOTE: None of the lifted leads should have a continuity to
the case/ground nor should either of the groups have
continuity to the other.
3. Transformer Auxiliary Windings. Resistance value is
measured between the yellow & white striped wires lifted
off the AC terminal of the bridge rectifier (G) with the
selector switch in the ELEC position and the #1 red &
white striped leads lifted off the Voltage/Hertz
Connection Bar. Off this same bar, lift the #2 and #3 red
& White striped leads that come from the auxiliary wind-
ings to totally isolate these windings. There should be no
continuity found from either of these connections to the
case/ground or to either of the two transformer groups.
SELECTOR SWITCH
Selector switch F-2 ELEC (electronic A.V.R. and compound
transformer). This is the optional configuration of the exciter
circuit with the optional A.V.R. installed.
NOTE: With the selector switch in ELEC F-2 position in
which the exciter stator windings are divided, one group is
excited through the bridge rectifier and the other group
through the A. V.R.
TOP VIEW
YELLOW/YELLOW ENGINE SIDE
~
OF SWITCH
YELLOW - - - - - - - - - r- - - - .. - - - - - ::.:l-
BLACK : :. ., RED
~
.:. ___.-:--GREEN
r : t -
BROWN ; . . . . . - Y . ~ I !. rGREEN
BLACK/. /'.
COMP : ' ELEC :
YELLOW !... __________ !. ________ _ ~
BEARING SIDE
OF SWITCH
BRIDGE RECTIFIER WIRING
The illustration shows the color-coded striped wires at the
two AC terminals and the color-coded wires at the (+) and
(-) DC terminals.
NOTE: When removing or reinstalling connections, maintain
correct polarity connection on the (+) and (--) DC terminals.
93
NO-LOAD VOLTAGE ADJUSTMENT
Voltage adjustment is made with the generator regulation
being governed by the compound transformer.
1. The selector switch must be in the CaMP position.
2. Operate the generator, apply a moderate load momentari-
ly and remove it. Note the voltage output from the gener-
ator's 120 volt leg(s) (220 volt 50 hertz). The no-load
voltage should be between 121--124 volts at 61.5-62
hertz (222-226 volts at 51.5 -52 hertz).
NOTE: The no-load voltage should be adjusted to the volt-
age produced by the generator once started, and a
momentary load should be applied to excite the trans-
former, and then removed. The voltage produced by the
generator after this momentary load is removed is no-
load voltage.
3. To raise or lower the voltage, shims of varying thickness
(non-conductive material) are placed or removed from
under the steel laminated bar on top of the compound
transformer. The material used for shimming should not
soften' at temperatures in the 176P (80C) range. A small
reduction in no-load voltage (1 at 3 volts) can sometimes
be accomplished by gently tapping the top of the laminat-
ed steel bar to reduce the gap between the existing shims
and the transformer core.
Varying shim thickness by .001 inch (0.025 mm) will change
the no-load voltage by 4-6 volts. (Adding shim thickness will
raise voltage; lessening shim thickness will lower voltage.) .
VOLTAGE/HERll CONNECTION BAR
1. Locate the Voltage/Hertz Connection Bar.
2. Refer to the illustration.
3. Connect the blue & white striped wire to either connec-
tion (A) or (B) to correspond to the hertz that the genera-
tor will be set to produce.
BLUEjWHITE
RED/
WHITE
RED!
WHITE
RED!
WHITE
#3
(8) MAX MID LOW
00000
BlUEI
WHITE
BLUE{
WHITE
(Xl (Y) (Zl
RED/ REOI
YEllOW WHITE
NOTE: On some units A and B may be reversed. To ensure
a proper connection, be sure the blue & white striped
leads coming off A or B go to the numbered terminal stud
on the AC terminal block -#5 for 60 hertz and #6 for
50 hertz.
NOTE: The placement of the blue & white wire from con-
nection (A) to (B) or vice versa when converting to 50 Hz
is only accomplished when the optional voltage regulator
is installed as well. Disregard this wire connection
change if there is no voltage regulator installed.
4. Connections X, Y and Z are used to increase AC voltage
to the bridge rectifier under heavy AC amperage loads the
generator is supplying. When this connection is moved
from X to Y or Z to increase AC output voltage under
load, it will effect no-load voltage, and a no-load adjust-
ment using the compound transformer will be needed.
94-
BT GENERATOR AC VOLTAGE CONNECTIONS
_11.5V 50Hz 120V 60Hz

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2 5
2 5
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L1
L2 N
AC TERMINAL BLOCK
NOTE: The frame ground wire must be moved when changing
from 120 volts and 120/240 volts 60 hertz to 220 volts 50
hertz. For making connections to the A C terminal block, use
terminal ends for 1/4" studs that will accept multi-strand cop-
per wire sized for the amperage rating from the hot lead
connection.
GENERATOR FREQUENCY
1. Frequency is a direct result of engine/generator speed:
1800 rpm = 60 hertz; 1?OO rpm = 50 hertz.
2. To change generator frequency, follow this procedure:
a. Connect the AC output leads to the AC terminal
block, following the diagrams.
b. On the VoHage/Hertz Bar, reposition the blue & white
striped lead to A or B to correspond to the hertz
selected. Note - this need only be performed when a
voltage regulator is installed.
c. Start the engine, monitor the voltage and adjust the
engine no-load speed. Adjust the diesel units by the
linkage between the throttle arm and fuel solenoid.
60 hertz: no-load speed, 61.5-62.0 hertz
50 hertz: no-load speed, 51.5-52.0 hertz
d. After the no-load hertz adjustment is made, the no-
load voltage may need to be readjusted. In most cases,
if the generator was producing the correct no-load
voltage at the previous hertz setting, it would be cor-
rect at the changed hertz setting.
In the event it needs adjustment, adjust the shim
thickness under the laminated steel bar of the trans-
former.
60 hertz: no-load voltage, 121-124 volts
50 hertz: no-load voltage, 114-118 volts
232-238 volts
e. Load the generator to the rated amperage output
corresponding to the hertz speed of the generator.
Rated Loaded Speed:
60 hertz: loaded speed, 58.5-59.0 hertz
50 hertz: loaded speed, 48.5-49.0 hertz
Maximum voltage drop acceptable
at full rated output (amps):
60 hertz: 108-110 volts
50 hertz: 215-220 volts
Should the voltage drop below the proper rate, loaded excita-
tion can be increased to raise this voltage by repositioning
connections on the Voltage/Hertz Connection Bar.
Repositioning the two leads (red & white and yellow &
white) from Z to Y or X will increase the loaded voltage out
progressively in that order.
NOTE: No-load voltage may be effected needing readjustment
with the compound transformer. Do not use these adjust-
ments to compensate for overload conditions being placed on
the generator/engine (inductive motor type loads). Loss of
generator hertz speed, the result of overload, will cause a
drop in voltage output.
G
I
+
BLACK
;----
-t::1-
.,....--........
GREEN
/
I

\
"-
BLUE/WHITE
(TO PIN #8
TERM BLOCK)
_'\
\ YELLOW
1 ) BLACK
/'
...

-I PLUG
INTERNAL WIRING SCHEMATIC
RED/wHITE
(TO HERTZNOLTS BAR)
BLACK/WHITE
(TO SELECTOR
l---I--SWITCH)
BLUE/WHITE -,--,. >---+-- YELLOW/WHITE
(TO HERTZ/
VOLTS BAR)
BlACK/WHITE
(TO BRIDGE RECTIFIER)
(TO SELECTOR
SWITCH)
A.V.R. PLUG
NOTE: The voltage regulator was optional on early models
but is not available on later models.
95
BT GENERATOR 6 TERMINAL BLOCK
WIRING CONNECTIONS
Winding Connections Needed to Obtain the Proper Voltage and Frequency
NOTE: Connections 1 and 4 are located on two red terminals below the compound transformer.
N t: J-------.7 04 L1 110V 50 Hz
6 5 8
II 220V 50 Hz
6 5 4 4 8
N f Ll 120V 60 Hz
6
5
4 s
1..1------..
N
l2 240V GO Hz
8
6 TERMINAL BLOCK
winding connections needed to obtain
the voltage and frequency.
NOTE: Connections 1 and 4 are located on two red
terminals below the cOMpound transforaer.
96
(This page has been intentionally left blank.)
97
+ 12. VDC
,_ ,BATTERY
SEE : :
NOTE. 1 L J

REMOVE JVMPER WH!:N
CONNECTING REM"TE
CONTROL
Tel
,
I
,
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
r 1
I I C a
I 120A
L 1
I
I
,
I
I
I
r
I
I
I
I
,
I
I
I
I
I

L __
L- ______ _
I
I
I
I
I
'SEE:
i
NOTE
-
3
I
I
r
I
,
I
,
L_
BT GENERATOR WIRING DIAGRAM #34651
I I
BATTERY<:;=>
RETURN 1
GNO TO BLOCK
: : REMOTE CONTROL PANEL(oPTIONAL)
! i :-----;;;------,
I I rr-- "II
, I TB4 I J r- \
! i -- .!.t\!:!. I : '''LED I
L ___ + __ ----
,J START
---- -\;' -- .I
e
.!.-!. Ri9-rtl , J'
_____ ,_____ _ _______ .E.E.Q....I1 14R I
TIl 3 L'-:-- - =-=-=-=-=-==-
(REAR VIEW)

PRE -HEAT I
STANDARD
INSTRUf.llENT
I
START

(REAR VIEW)
. STOP I

(continued)
& Generators
98
THIS PRODUCT /S PROTEC.TeD BY 8 I'1IUIIJflL ReSeT CIRcUIT 8REAKeR l.oCATC"D
NE:P.R THE 5TARTIERAND IlS CLoSE. TO ,HE SouRCE of cuRRS:NT Its PaSS/eLf:..
EXCESSive CURRENT DRAw IlNYWHERIE IN THI'!:. INSrRUI'1.NT PANeL, WIRING OR
ENGINE WILL CAUsE THE. 8RI'!:.flKfiR To 'TRIP. IN 'TH/S eVENT MOST GENE:RRTOAS WILt
SHUT Do,,!'" SIE'CFHI$E T/-Ift OPENED l!3Fi'fiiAKeR DISCONNC'TS THe: FUEL SUPPLY.
T/-IERFOR THE aUIlDeR/OWNeR /'IVST BE SURE TI/AT THE /NSiRIJ/'1cI'lT PANEL
""IRING fiNO eNGINE. ARE INSTAI..I..E.D To PRE.VeNT CoNTACT I3E.Twlt/iiN
cl..E:C'TRICt1L DEVI(.ES AND SALT WfJ'TcR.
@ M05T STARTER SOLeNOIDS DRAW IS AMPS. THeREFORE 'THE VOl..1AGe DR'oF> IN TillS
CONcuCTOR NUST ae NO GREATeR rNfl" IO%.(IN Till! RqTH FROI1-THfi. STANDflRb
START SWITcH To fiN,! REMors: SWITCHeS liNt> BAC/< To Til;; ST/iRTER S";IrCIf).
IF' THIS JNPRIlCTICIILLY LARGe CONDUCTORS iI/eN A RelA'( M4Y Bt: ,qOPeO
To CONTROl.. Tlfe S1'IiRr.R SOl.No/t;J ITSlifLF.
============ OP ERA T 10 N
PRE-HEAT: DEPRESS PRE-HEAT SWITCH FOR 15 TO 60
--- SECONDS AS REQUIRED.
START:DEPRESS BOTH PRE-HEAT AND START SWITCHES
-- (PRE-HEAT ALSO OVERIDES LOI'I OIL PRESSURE
SHUTDOWN CIRCUIT).
WHEN GENERATOR STARTS RELEASE START
SWITCH ONLY_CONTINUe: HOLDING PRE-HEAT
SWITCH FOR A FEW SECONDS (UNTIL OIL
PRESSURE REACHES 20 PSI).
STOP: DEPRESS STOP SWITCH UNTIL TH E GENERATOR
-- STOPS COMPLETELY.
@ WIRING SIZES TO REMOTE CONTROL PANEL
TERMINALS
a ,,,' IG-20' 20 25' 25 32' 32 'la' 40 so' 50-65'
TBI-I TO T8,\-I "12
-1
,O If',O #8 $7
T91-2 TO TB3-2 14 [2 12 10 10 9 8
TSh:, TO T83-3 12 10 10 <;;1 8 7 6
T91-4 TO T93-4 16 16 16 16 16 16 16
TS2-1 To. T64-1 16 16 16 110 16 16 16
T82':.S TOT84-2 Ie 16 16 IG 16 16 16
Engines.& Generators
99
BATTERY SWITCH

z
co::
o
""
...
;
tl2 YEL/RED
114 TAN
tl4 BLU
tl4 aRN
"4 PUR/WIlT
z: ....
"" ...
o
.. ..
;; ..
CIL
PRESSURI!
o

z
<
...
GROUND TO
ENG I HE
BLOCK
II
REMOVE TH IS
JUMPER WHEN
CONNECT I NG A
REMOTE PAIIEL.
10 ltD
'4 Yl 10 ItD/.NT
WATER
TEMP
o
VOLT
METER
10 I[D/WilT
& Generators
100
114 BED/PUR

N
.. ;
,< e

run SOLENO I D
'"

;
01 LrlmrBE

....
...
f..I1.E.I....!.

..,
;
'" ....

N
.
: BATTERY
! SWI TCH
1 20 AMP
1 CIRCUIT
I BREAKER
1 EMERGENCY
I STOP
!SWITCH
1
STOP
r.
I
I
BT GENERATOR WIRING SCHEMATIC #36412
PREHEAT
SOLENOID
r - --I
L... ___ I
START
SWITCH
11 PREHEAT
SWITCH
!
STARTER
SOLENOID
r ---I
L... ___ I
STARTER
. I ~ I 10 AMP
I CIRCUIT
- BREAKER
GLOWPLUGS
ALTERNATOR
B
FUEL PUMP
I SWITCH
I
FUEL SOLENOID
HOURMETER
Oil
PRESS.
SENDER
EXHAUST TEMP.
SWITCH
WATER TEMP.
SWITCH
OIL PRESSURE
SWITCH
TEMP. VOLTMETER
Engines ~ Generators
101
ATMG-5C 5/98

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